Contained within this policy change is the relaxation of existing “crew pairing limitations”, which now allows pilots serving on airplanes in international commercial air transport operations with more than one pilot, to fly beyond 60 years of age (until age 65) without being paired with a pilot under 60 years of age.

The FAA has initiated rulemaking to conform to ICAO and anticipates publication of final rule in the Spring of 2015. During this transition period, the FAA will no longer enforce the crew pairing requirements as contained in 14CFR 121.383(d)(2), 121.383(e)(2), 61.3(j)(2), and 61.77(g).

Please contact CAPA HQ if you have any questions or need additional information at (202) 624-3535.

]]>http://www.capapilots.org/faa-icao-harmonization-of-pilot-age-limit-crew-pairing-requirementVeterans Day - Honoring all who servedhttp://www.capapilots.org/veterans-day-honoring-all-who-servedTue, 11 Nov 2014 06:00:00 GMTCAPACAPAWashington, D.C. - (November 11, 2014). Today marks a day of remembrance for those brave men and women who have and presently serve in our Nation’s Armed Forces. And while only a day is set aside for these all-important veterans, there are many that show their appreciation all year long.

CAPA would like to take a moment to honor them for the sacrifices they have made, and continue to make, to ensure our Nation’s continued safety and freedom.

As we honor the 9-11 heroes, victims, and their families and friends left behind, we would like thank our brave service men and women stationed around the world who protect us here at home each and every day.

We will never forget those we lost in these attacks, and may this anniversary serve as a reminder of this great nation’s strength, resilience and commitment to the cause of freedom.

CAPA has worked tirelessly and in unison with industry, trade associations and other labor unions to educate Congress on the dangers this latest threat poses to the U.S. airline industry, airline jobs, and the American traveling public. NAI’s business model is a “flag-of-convenience” scheme and a shell game to gain an economic advantage over U.S. airlines. Most importantly, it is an attempt to evade labor protections. A red flag has been raised as to how far a foreign carrier should be allowed to work-around existing international aviation policies and law to gain economic advantages over their U.S. competitors.

The scenario: “A Norwegian company (NAI), who holds an Air Carrier Certificate (AOC) from Ireland. However, the company is owned by Norwegian Air Shuttle (NAS), an airline based in Norway. NAS established NAI in Ireland, (which it does not fly to) to avoid application of Norwegian employment laws to NAI’s flight crew. These crew members are not covered by European employment laws, but rather by Asian laws. For example, NAI’s pilots are employed by a Singapore company on individual contracts covered by Singapore law. These same pilots are then contracted to operate NAI’s aircraft with compensation that is substantially below their counterparts who pilot NAS aircraft".

This scenario violates employee protections included in the U.S.-E.U Open Skies agreement, which were designed to stop attempts to undermine “high labor standards”. Article 17 of this Agreement states “opportunities created by the Agreement are not intended to undermine labour standards or the labour-related rights and principles contained in the Parties’ respective laws.”

The reality is that much work still needs to be done. While NAI’s request for exemption has been dismissed, the DOT still has to weigh in on their request for a “permanent foreign air carrier permit”. This request must also be carefully scrutinized and considered on its merits, and with regard for the safety of the flying public. Aviation is crucial component of our U.S. economy, and we must ensure that a level playing field is provided for U.S. carriers to compete globally and to ensure that American labor protections are upheld to the highest standards.

In closing, CAPA would like to thank DOT Secretary Foxx and the Members of Congress who, to date, have opposed NAI’s request. Moving forward, CAPA will continue to ensure that your concerns are heard on Capitol Hill as we advocate on behalf of the piloting profession.

]]>http://www.capapilots.org/capa-applauds-dots-decision-to-dismiss-norwegian-airs-request-for-exemptionCAPA Statement on TSA's FFDO Programhttp://www.capapilots.org/capa-statement-on-tsas-ffdo-programFri, 08 Aug 2014 05:00:00 GMTCAPACAPAWashington, DC – (August 7, 2014) The Coalition of Airline Pilots Associations supports TSA Administrator Pistole’s recent decision to move the supervisory responsibilities for the Federal Flight Deck Officer program to the TSA division “Office of Training and Workforce Engagement”. OTWE oversees the development and delivery of training programs for TSA and we believe this new location for the program will be a good fit for both the mission and oversight for the FFDO program.

As a member of the FFDO Stakeholder community, CAPA is encouraged by this move and looks forward to engaging the leadership of OTWE in the near future to continue our role as trusted partners to TSA.

CAPA would like to thank the management of the Federal Air Marshal Service for their past work in the FFDO program and welcomes their continued oversight in the critical area of training for FFDOs.]]>http://www.capapilots.org/capa-statement-on-tsas-ffdo-programCAPA Statement on Malaysian Airlines Flight MH17http://www.capapilots.org/capa-statement-on-malaysian-airlines-flight-mh17Fri, 18 Jul 2014 05:00:00 GMTCAPACAPAOn behalf of CAPA and our professional pilots, we would like to express our deepest sympathy to the families, friends and co-workers of the crew and passengers affected by the tragic loss of Malaysian Airlines Flight MH17.

Our thoughts and prayers are with those involved in this overwhelming event. CAPA stands ready to assist our international aviation partners who are tasked with investigating this tragic incident and the circumstances surrounding it.]]>http://www.capapilots.org/capa-statement-on-malaysian-airlines-flight-mh17CAPA Calls on Congress to Pass "Safe Skies Act of 2013"http://www.capapilots.org/capa-calls-on-congress-to-pass-safe-skies-act-of-2013Tue, 04 Mar 2014 06:00:00 GMTCAPACAPAWashington, D.C. (March 4, 2014) - In response to the NTSB hearing on UPS Flight 1354, the Coalition of Airline Pilots Associations (CAPA) reaffirms its commitment and again calls on Congress to pass the Safe Skies Act of 2013. CAPA continues to advocate for the removal of "carve-outs" in regulations that would "exempt" any operator from the enhanced fatigue rules that have now been adopted by the passenger air carrier industry.

Senator Barbara Boxer said in a recent statement, “In the wake of the tragic deaths of Capt. Cerea Beal Jr. & First Officer Shanda Fanning, we need to heed their words. They clearly knew the dangers they faced due to the lack of safe work hours for cargo pilots and in their names we should pass the Safe Skies Act.”

CAPA has long-supported "One Level of Safety" for our nation's passenger, all-cargo and charter operations. Fatigue does not discriminate between pilots regardless of the type of operations, aircraft type or what is being carried on the aircraft; and neither should safety regulations. This is particularly true for all-cargo operators, operators that transport our military personnel, and charter operators.

To quote NTSB Chairman Deborah Hersman, “There is no reason to exempt pilots simply because they are carrying pallets rather than passengers.”

All-cargo operators such as UPS, operate with predictable schedules and their domestic and international operations very closely resemble the type of operations witnessed in the passenger airline industry, with one critical distinction: night-time flying where pilot fatigue is a common problem and which is substantiated by science. Charter operators (supplemental carriers) transport passengers, as well as cargo. Passengers who book a flight on a charter airline may unknowingly be subjected to a degraded level of regulatory safety standards.

Additionally, all-cargo operators share the same airspace, airports, runways and taxiways with passenger carriers and should therefore be subject to the same safety regulations. There is no scientific foundation for establishing a separate set of pilot duty and rest rules based on the type of operation they conduct.

Until Flight Duty and Rest regulations are applied to all-cargo carriers and supplemental carriers, we will never truly have the "One Level of Safety" that the public expects, the aviation industry deserves and our members demand.

]]>http://www.capapilots.org/capa-calls-on-congress-to-pass-safe-skies-act-of-2013GAO Issues Report on "Current and Future Availability of Airline Pilots"http://www.capapilots.org/gao-issues-report-on-current-and-future-availability-of-airline-pilotsFri, 28 Feb 2014 06:00:00 GMTCAPACAPAWashington, D.C. (February 28, 2014) - The Coalition of Airline Pilots Associations (CAPA) representing more than 25,000 professional passenger and all-cargo pilots is pleased to announce that today the United States Government Accountability Office (GAO) released its report on the "Current and Future Availability of Airline Pilots".

Not surprisingly, the report has confirmed what CAPA has been actively educating Congress on for quite some time. Specifically, the ability to continue to provide qualified and experienced pilots for our nation’s cockpits is not measured by the pool of available pilots but rather the quality of the job that requires them.

CAPA stands ready to work collectively with industry stakeholders, Congress and Regulators to assist in shaping an industry that is once again an attractive profession for America's "best and brightest".

Greetings from Capitol Hill! The Coalition of Airline Pilots Associations (CAPA), a trade association, represents 5 independent unions with more than 25,000 professional passenger and cargo airline pilot members. CAPA has a long and distinguished history of successful and effective advocacy for its members, in Washington and abroad, on issues effecting the airline industry that are of common concern.

Collaboration is critical to effective advocacy. CAPA believes strongly that, with the constant threats the piloting profession, industry, and passengers face, it is imperative for pilot labor associations to work cooperatively on trade issues of common concern that transcend the traditional, but still critical, role each labor organization plays in representing its members. This united front on important airline trade issues provides clear, objective, guidance on airline matters in which our members have a great deal of expertise and experience.

We are an active and respected participant in the policymaking process with Congress and the various regulatory agencies that interact with the aviation industry. CAPA's role as an advocate for the profession and its technical expertise have been recognized by both lawmakers and regulators when participating in rulemaking committees with regulatory agencies and roundtable discussions with policymakers. CAPA and its member associations are also stakeholders in international trade and aviation discussions.

Our Capitol Hill updates summarize current and past efforts and illustrate our organization's effectiveness. Following is a summary of our ongoing presence in these discussions:

"This legislation will ensure that pilots of passenger planes and cargo planes are flying under the same standard," Senator Boxer said. "We must close this dangerous loophole to ensure that cargo pilots are well-rested before they fly." The Safe Skies Act of 2013 has also been re-introduced in the House of Representatives by Michael Grimm (R-NY) and Timothy Bishop (D-NY).

Capt. Sullenberger supports this important safety legislation and provided comments at the press event. "When a large plane flies over your house in the middle of the night, it doesn't matter whether it's carrying cargo or passengers, whether you are a Democrat or Republican," he said. "The danger is all the same if the pilots are fatigued."

All-cargo and supplemental operators share the same airspace, airports, runways and taxiways with passenger carriers and should be subject to the same safety regulations. There is no scientific foundation for establishing a separate set of pilot duty and rest rules based on the type of operation they conduct.

CAPA fully supports the adoption of industry fatigue rules that place the safe transportation of the flying public at the highest level of safety standards. It is vitally important to the safety of our nation's transportation system. Until Flight and Duty Rest regulations are applied to all-cargo carriers and supplemental carriers, we will never truly have "One Level of Safety."

The Federal Aviation Administration (FAA) recently published the "Qualification, Service and Use of Crewmembers and Aircraft Dispatchers Final Rule", which is a positive step toward addressing known risk areas in pilot training.

CAPA participated in the FAA's Air Carrier Training Roundtable, comprising of training representatives across the industry, and highlighted the work that has been accomplished and discussed how to prioritize and implement the work that remains related to air carrier training. The FAA also discussed ways to further develop and implement many other recommendations that have been provided to the FAA, over the past several years, and those that could be possibly voluntarily implemented.
F

AA & Obstructive Sleep Apnea (OSA):

In November, FAA officials announced their intent to subject all pilots with a body mass index (BMI), of 40 or more — who might be at risk of having a sleep disorder, even in the absence of any clinical evidence — to potentially expensive testing and evaluation.

House Subcommittee on Aviation Chairman Frank LoBiondo (R-NJ) and Ranking Member Rick Larson (D-WA) have introduced legislation H.R. 3578 which would ensure the FAA conducts an open rulemaking process before changing the medical certification requirements with sleep disorders.

CAPA supports this bipartisan legislation. We believe the full comment period in the defined rulemaking proceeding is essential to accurately evaluate a proposal that has the potential to adversely affect our members and the aviation industry.
Abu Dhabi Preclearance Facility:As reported in our previous update, the U.S. signed an agreement with the United Arab Emirates (UAE) and built a preclearance facility at Abu Dhabi International Airport, scheduled to open in early 2014. The Abu Dhabi royal family owns Etihad Airways, the UAE's national carrier and the only airline with regular service to the U.S. from Abu Dhabi.

This facility is benefitting the UAE's state-supported airline at the expense of U.S. airlines, workers and the traveling public. U.S. carriers will be forever barred in their ability to compete on a level playing field in the global marketplace. CAPA continues to oppose the Department of Homeland Security's efforts to establish a CBP facility at the Abu Dhabi International Airport and other proposed facilities in the Middle East.

Last month, Representatives Peter DeFazio (D-OR) and Patrick Meehan (R-PA) introduced bipartisan legislation (H.R. 3488) to block the opening of the Abu Dhabi preclearance facility. This legislation would require the Department of Homeland Security to provide Congress with an economic impact assessment before opening another preclearance facility.

This legislation would require a security assessment before the U.S. Customs and Border Protection (CBP) can expand customs preclearance operations to new countries and airports such as Abu Dhabi. It would also require the DHS to conduct a study and report to Congress about how a new preclearance location would enhance security, the costs involved, and any resulting impact on DHS staffing levels for U.S. airports. In addition, the bill would prevent foreign governments from paying for U.S. security operations.

CAPA believes the DHS must adequately support the U.S. aviation system and its carriers before the use of overseas facilities is expanded. We must fix the problem in our domestic aviation system by addressing the misallocation of fees that are not properly used for aviation services. We continue to work with Congress and Administration officials to resolve these critical issues.

FCC & Use of Cell Phones on Airplanes: On Dec. 9, Representatives Bill Shuster (R-PA) and Peter DeFazio D-OR) introduced H.R. 3676 "Prohibiting In-Flight Voice Communications on Mobile Wireless Devices Act of 2013’’. This legislation is in response to the FCC's recently announced plans to review the current ban on the use of cell phones for calls in the aircraft cabin during flights.

The FCC has recently voted to gather comments regarding lifting the ban against cell phone use on planes, with a target of lifting it in the near future. While the DOT has recently issued a statement regarding its plan to examine continuing a ban on in-flight cell phone calls on U.S. carriers, we will continue to monitor this issue.

In closing, CAPA remains ready to meet today's challenges and tomorrow's opportunities for all members of our profession. We look forward to your continuing support. On behalf of CAPA and our 25,000 professional passenger and cargo pilots, have a safe and happy holiday season!

Washington, DC (November 13, 2013) - The Coalition of Airline Pilots Associations (CAPA) representing over 25,000 professional passenger and all-cargo pilots is pleased to announce that Senator Barbara Boxer (D-CA) has re-introduced the "Safe Skies Act" in the 113th Congress, along with co-sponsors Senator Maria Cantwell (D-WA) and Senator Amy Klobuchar (D-MN). We applaud their continued efforts with this crucial piece of safety legislation.

CAPA has long-advocated "One Level of Safety" for our nation's passenger, all-cargo and supplemental pilots and believes that the final flight time/ duty time (FT/DT) rules create a second tier of safety that is wholly unacceptable and runs counter to what these Flight Time/Duty rules were intended to address. Fatigue does not discriminate between types of operations, aircraft type or what is being carried on the aircraft; and neither should safety regulations. This is particularly true for all-cargo operators, charter operators, and operators that transport our nation's military personnel.

CAPA President Mike Karn stated, "The idea that an "exemption" that allows all-cargo and supplement carriers to "opt in-or-out" of this new rule fails to meet the mandate of "One Level of Safety". "There must be industry standard rules that provide safe transportation regardless of the cargo or passengers in the rear of the aircraft", he added.

All-cargo and supplemental operators share the same airspace, airports, runways and taxiways with passenger carriers and should be subject to the same safety regulations. There is no scientific foundation for establishing a separate set of pilot duty and rest rules based on the type of operation they conduct.

CAPA fully supports the adoption of industry fatigue rules that places the safe transportation of the flying public to the highest level of safety standards. "It is vitally important to the safety of our nation's transportation system," stated President Karn, "until Flight Duty and Rest regulations are applied to all-cargo carriers and supplemental carriers, we will never truly have "One-Level-of-Safety".

]]>http://www.capapilots.org/capa-applauds-safe-skies-act-of-20131CAPA Capitol Hill Updatehttp://www.capapilots.org/capa-capitol-hill-updateThu, 15 Aug 2013 05:00:00 GMTCAPACAPAWashington, D.C. - (August 15, 2013). Greetings from Capitol Hill! As pilots, we’ve seen enormous change in the airline industry over the past decade. We’ve witnessed airline bankruptcies and consolidations, resulting in the loss of pilot jobs and pensions. On a daily basis, we deal with issues affecting safety and security in both the international and domestic arenas.

CAPA is not a union. CAPA's mission is to address safety, security, legislative and regulatory issues as a trade association affecting its professional flight deck crew members on matters of common interest, and is bound by the collective will of its' individual member unions.

Our member associations firmly believe a unified voice is critically important as it provides the greatest benefit to the pilots we represent, the crew members with whom we serve and the passengers and cargo that we have been entrusted with. It is only through a collective effort that we are able to accomplish this.

We remain firmly committed to aggressively pursuing all matters of mutual member concern. We have a diverse group of professional pilots who serve as subject matter experts on numerous Aviation Rulemaking Committees (ARCs), Aviation Security Advisory Committees (ASAC) in addition to representing our pilots on Capitol Hill. Our profession is under constant attack; in response, we have an incredibly dedicated Board of Directors, Officers, Committee members and professional staff constantly working on your behalf.

We are a key industry stakeholder and have a long history of supporting the highest level of safety and security. As professionals, we simply can never stop in our efforts to ensure the highest standards are upheld. We remain ever vigilant to protect the programs that ensure the safety and security of our profession and that of the traveling public.

Thank you for your comments and responses to our advocacy "CapWiz" efforts over the past several months. We appreciate your continued support and efforts with the tens of thousands of messages that have been delivered to Congress. Rest assured, your voice is being heard on Capitol Hill.

To ensure that your voice is heard, we participate in high-level meetings with the FAA and TSA Administrators as well as their senior staff. The focus is to share the perspective that CAPA brings to the table as a trade association. In addition, we have a well-respected history of actively engaging senior leaders of Congress. We continue to work tirelessly to ensure all branches of government and global industry stakeholders are fully educated as to CAPA's position on the myriad of covered issues impacting the industry.

First Officer Qualifications: The FAA recently announced the First Officer Qualification (FOQ) regulations. We have long advocated that the Airline Transport Pilot (ATP) license must serve as the minimum qualification standard for all Code of Federal Regulations (CFR) Part 121 pilots. The new requirements will greatly increase Part 121 airline pilot qualifications and are a significant improvement in providing "One Level of Safety" for the traveling public.

During the summer of 2010, we participated in an FAA Aviation Rulemaking Committee (ARC) to help create new standards for First Officers flying for Part 121 carriers. We strongly believe that in order to safely operate aircraft today's complex, high-speed aircraft through a congested, multi-faceted air traffic control network in difficult weather environments, both pilots must be highly qualified.

We recommended that the new requirements include the Air Transport Pilot (ATP) rating, in addition to aircraft-specific type ratings. These requirements combined with a curriculum of aeronautical knowledge and flight training, and a specific amount of flight experience will provide for better qualified professional aviators. As professional airline pilots and experts in the field we believe that the requirement to possess an ATP is a definable common-sense standard and prerequisite experience requirement for all pilots who shoulder the responsibility of safely transporting the traveling public in our air transportation system.

The FAA has greatly enhanced the safety of the traveling public with these new regulations. We applaud their efforts by recognizing the value of experienced and well-trained crews in U.S. commercial airline cockpits. Also, we would like to recognize the tireless efforts by all CAPA representatives whose considerable contributions over the years have served to make these new regulations a reality.

In discussions with our member associations, we can confirm that there is no shortage of applicants for carriers that offer adequately compensated positions with inviting and rational career paths. Carriers that don’t, face new-hire classes with few prospects to fulfill their hiring needs.

Abu Dhabi Pre-Clearance Facility: We strongly oppose the Department of Homeland Security's (DHS) efforts to establish a U.S. Customs and Border Protection (CBP) facility at the Abu Dhabi International Airport. As a result of sequestration, we are seeing budget cuts and furloughs resulting in security programs being cut or completely eliminated in the United States while the DHS proposes to establish a preclearance facility in a the United Arab Emirates (UAE). If allowed to proceed, this would result in providing a DHS-sanctioned competitive advantage to a wealthy (state-backed) foreign airline. As such, we believe this decision must be stopped.

While we understand the need to alleviate an already congested air travel industry, the misguided use of taxpayer dollars for overseas facilities is deeply concerning. Unless safeguards are put in place when these agreements are negotiated, foreign airlines will be given a significant competitive advantage over their US counterparts.

Additionally, U.S. carriers will be forever barred in their ability compete on a level playing field in the global marketplace. This plan represents a real threat to aviation and sets a disturbing precedent for national security. All incoming flights to the U.S. will be treated as "pre-cleared" and will not be subject to additional security upon arrival. Removing important layers of protection would place the safety and security of the traveling public at risk.

The DHS must adequately support the U.S. aviation system and its carriers before the use of overseas facilities is expanded. We must fix the problem in our domestic aviation system by addressing the misallocation of fees that are not being properly used for aviation services. We are working with Congress and Administration officials to resolve these critical issues.

Trans-Atlantic Trade and Investment Partnership (TTIP) & International Trade Talks: We attended the role out of the TTIP talks. We reiterated our position that commercial airline traffic, citizenship, ownership and control issues belong in the regular talks currently taking place under the guidance of the Department of Transportation and the State Department. Furthermore, those issues should not be viewed as bargaining chips in any broader context negotiations (omnibus). The aviation industry traditionally has not been a part of trade negotiations. We support and contribute an effort to maintain this separation between Trade and Aviation Treaties/Agreements.

Immigration Reform Legislation: Proposed language in the Immigration Reform bill does not define the piloting profession in FAA terms, and does not make it clear that to be an airman in the employ of an FAR Part 121 or Part 135 air carrier requires "considerable preparation" and should be considered a Zone 4 occupation. We continue the effort on Capitol Hill working with members of Congress to clarify the language as it relates to the pilot profession, so as to preclude Part 121 and/or Part 135 air carriers from having access to the H1B Visa Program.

ICAO/LOCART ARC: We are participating in the ground-breaking "Loss of Control Avoidance and Recovery Training (LOCART)" aviation rulemaking committee convened by the FAA in concert with ICAO and industry participants to develop a training manual. This work is described by ICAO as: "ICAO collaborated with numerous state and industry partners to develop a training manual on Upset Avoidance and Recovery. The manual will be finalized during 2013 and is also intended to support implementation of new ICAO Standards for upset and recovery training to be proposed by the end of 2013. ICAO and its partners are also actively examining the human performance issues that are associated with this type of accident. The manual on Upset Avoidance and Recovery will be enriched with additional guidance once these materials are available." We believe the potential benefits for the pilot profession cannot be overstated, as they will help provide an enhanced skill set to effectively deal with what could otherwise be a catastrophic event.

Flight Time/Duty Time (Cargo Carve-Out and "One Level of Safety"): We have long-advocated for "One Level of Safety" for both passenger and cargo operations. Our objection to the FAA "carving out" cargo carriers from the new Flight Time/Duty Time requirements has been emphasized to lawmakers. Both cargo and passenger airlines share the same airspace, and fatigue can have devastating effects on the performance of a pilot regardless of the carriage. Our efforts continue to solicit additional sponsors to legislate against the exclusion of the Cargo industry from the long sought improvements to Flight Time/Duty Time regulations contained in CFR 117.

TSA's Aviation Security Advisory Committee: Over the past two years, we have served as vice-chair of the TSA's "Aviation Security Advisory Committee" (ASAC). Our CAPA Security Chairman has served as our representative and continues to be a strong voice for our pilots on these issues. This is significant because it is the first time a pilot group has served as vice-chair on this committee. Crew members are a critical component to aviation security and, as trusted partners to the TSA, should be involved in the decision-making process.

TSA & the Prohibited Items List: As a key industry stakeholder, we have played an active role in advocating for maintaining the Prohibited Items List, "as is". We objected to the TSA's decision without first consulting the ASAC. We are pleased the TSA has reaffirmed its commitment through this recent decision to maintain the prohibition on small knives and other potentially dangerous items. We would like to thank the TSA for re-evaluating their decision based on stakeholder and congressional input.

Federal Flight Deck Officer (FFDO) Program Funding: The Senate Appropriations Committee recently approved $25 million in funding for the Federal Flight Deck Officer (FFDO) program for FY2014. With the House of Representatives having approved funding earlier this year, we take pride in the ability of our committees, along with our numerous supporters and allies to promote this effort on Capitol Hill.

We worked hard to restore funding to this critical security program after the proposed budget indicated the FFDO program would receive no funding for FY2014. In conjunction with the National Association of Police Organizations (NAPO) and the Federal Flight Deck Officers Association (FFDOA), we took our message to Congress and re-emphasized that the FFDO program is one the most cost-effective aviation security programs available.

Our FFDOs represent the last line of defense for the security of the flying public and many members of Congress agreed. We believe the FFDO program is already underfunded and should be strengthened. In addition, we are pleased Congress has recognized the value of this program by maintaining level funding during sequestration. We would like to express our gratitude to the many Senators and Congressman who have long supported the FFDO program.

Jumpseat/International CASS: The TSA has conceptually approved the International Cockpit Access Security System (ICASS) for a number of years. We are in discussions with stakeholders to proceed with the initial implementation of this initiative. Additionally, we are promoting the implementation of international jumpseat procedures amongst all member and non-member airlines, and are encouraging airlines to participate to the maximum extent possible. As these initial phases are rolled out, we intend to keep our members informed through further updates.

Lithium Batteries: Lithium batteries are a known safety hazard and have been banned on both domestic and foreign passenger aircraft since 2004. However, no such restrictions exist for the nation's all-cargo carriers. The advancement of battery technology has outpaced existing procedures and regulations regarding the safe shipping of these products by any air carrier.

Recently, the General Civil Aviation Authority (GCAA) of the UAE issued a final report on the tragic crash of UPS Flight 6 which highlighted the risks of lithium batteries. In addition, the FAA's recent and sobering safety analysis predicts that approximately six aircraft accidents are likely to occur on U.S. domestic freighters between now and 2021. We fully support continued efforts for well-defined regulations regarding quantities of lithium batteries that can be transported, as well as, where and how they are packaged and carried on board the aircraft.

FAA ARC-Passenger Notification of Hazardous Materials Regulations: We have been invited to participate on the FAA's "Passenger Notification of Hazardous Materials" ARC. The purpose of this ARC is to develop recommendations on the hazardous material notifications conveyed to passengers at the point of check-in or ticket purchase, and the format in which they will be conveyed across the airline industry. This ARC is expected to run through November 2013.

Sequestration & Air Traffic Controller Staffing: We joined other pilot groups and airlines in a strong message to Congress and the Administration that the furlough of thousands of air traffic controllers was unacceptable. We are pleased that the FAA has provided the necessary funding that has temporarily prevented a potential crippling disaster to our nation’s airspace and are hopeful Congress will reaffirm its commitment to maintain adequate funding for the nation's Air Traffic Control System.

We are committed to keeping you informed as events dictate a vigorous response from your trade association. Additionally, we will continue to solicit your support through our advocacy efforts directed at our nations’ regulators and Congress.

In closing, we believe a collaborative approach that provides Congress with stakeholder input is crucial in maintaining the standard the traveling public expects, the aviation industry deserves and our members demand.

Please continue to visit the CAPA website, for updates and information from your CAPA Headquarters in Washington, D.C.

Washington, DC - (August 14, 2013). We would like to express our deepest sympathies and sincerest condolences to the families, friends and our co-workers of the crew lost aboard the crash of UPS Flight #1354 in Birmingham, Alabama this morning.

Our thoughts and prayers are with the Independent Pilots Association (IPA) and their extended family who have been affected by today's tragic event.

CAPA stands ready to assist our fellow pilots at the IPA who are tasked with assisting the NTSB in investigating the circumstances.

]]>http://www.capapilots.org/capa-statement-on-ups-flight-1354CAPA Statement on FFDO Funding in Senate DHS Appropriations Billhttp://www.capapilots.org/capa-statement-on-ffdo-funding-in-senate-dhs-appropriations-billFri, 26 Jul 2013 05:00:00 GMTCAPACAPAWashington, DC - (July 26, 2013). The Senate Appropriations Committee has recently approved $25 million funding for the Federal Flight Deck Officer (FFDO) program for FY2014. With the House of Representatives having approved funding earlier this year, the Coalition of Airline Pilots Associations (CAPA) take pride in the ability of our committees, along with our numerous supporters and allies to promote this effort on Capitol Hill.

CAPA worked hard to restore funding to this critical security program after the proposed budget indicated that the FFDO program would receive no funding for FY2014. In conjunction with the National Association of Police Organizations (NAPO) and the Federal Flight Deck Officer Association (FFDOA), we took our message to Congress and re-emphasized that the FFDO program is one the most cost-effective aviation security programs available.

Our FFDOs represent the last line of defense for the security of the flying public and many members of Congress agreed. CAPA believes that the FFDO program is already underfunded and should be strengthened. In addition, we are pleased that Congress has recognized the value of this program by maintaining level funding during sequestration.

“We will always have to remain vigilant to protect the programs that ensure the safety and security of our profession and the flying public," CAPA President Mike Karn stated. "Our nation’s pilots have always dedicated themselves to the highest level of safety and security. As a profession, we simply can never stop our efforts to ensure the highest standards are upheld."

We would like to express our gratitude to the many Senators and Congressman who have long-supported the FFDO program.]]>http://www.capapilots.org/capa-statement-on-ffdo-funding-in-senate-dhs-appropriations-billCAPA Opposes Abu Dhabi Pre-Clearance Facilityhttp://www.capapilots.org/capa-opposes-abu-dhabi-pre-clearance-facilityMon, 22 Jul 2013 05:00:00 GMTCAPACAPAWashington, DC - (July 22, 2013). The Coalition of Airline Pilots Associations (CAPA) representing over 25,000 professional pilots at both passenger and cargo airlines strongly opposes the Department of Homeland Security's (DHS) efforts to establish a U.S. Customs and Boarder Protection (CBP) facility at the Abu Dhabi International Airport.

As a result of sequestration we are seeing budget cuts and furloughs, resulting in security programs being cut or completely eliminated in the United States while the DHS proposes to establish a preclearance facility in a the United Arab Emirates (UAE). If allowed to proceed, this would result in providing a DHS sanctioned competitive advantage to a wealthy (state-backed) foreign airline. “As such, this decision must be stopped," said CAPA President Mike Karn.

While CAPA understands the need to alleviate an already congested air travel industry, the misguided use of tax-payer dollars for overseas facilities is deeply concerning. Unless safeguards are put in place when these agreements are negotiated, foreign airlines will be given a significant competitive advantage over their US counterparts. Additionally, U.S. carriers will be forever barred in their ability compete on a level playing field in the global marketplace.

This plan represents a real threat to aviation as it sets a disturbing precedent for national security. All incoming flights to the U.S. will be treated as "already cleared" and will not be subject to additional security. Removing important layers of protection would put the safety and security of the traveling public at risk.

"DHS must adequately support the U.S. aviation system and its' carriers first, before the use of overseas facilities is expanded," added President Karn. "We must fix the problem in our domestic aviation system by addressing the misallocation of fees that are not being properly used for aviation services."

CAPA is working with Congress and Administration Officials to resolve these critical issues.

]]>http://www.capapilots.org/capa-opposes-abu-dhabi-pre-clearance-facilityCAPA Statement on FAA's impending release of new First Officer Qualification Regulationshttp://www.capapilots.org/capa-statement-on-faas-impending-release-of-new-first-officer-qualification-regulationsThu, 11 Jul 2013 05:00:00 GMTCAPACAPAWashington, DC (July 11, 2013) - The Coalition of Airline Pilots Associations (CAPA) representing over 25,000 professional pilots applauds the Federal Aviation Administration's (FAA) announcement regarding "new pilot qualification standards". CAPA has long advocated that the Airline Transport Pilot (ATP) license must serve as the minimum qualification standard for all Code of Federal Regulations (CFR) Part 121 pilots. The new requirements will greatly increase Part 121 airline pilot qualifications and is a significant improvement in providing "One Level of Safety" for the traveling public.

During the summer of 2010, CAPA participated in an FAA Aviation Rulemaking Committee (ARC) to help create new standards for First Officers flying for Part 121 carriers. CAPA strongly believes that in order to safely operate aircraft today's complex, high-speed aircraft through a congested, multi-faceted air traffic control network in difficult weather environments, both pilots must be highly qualified. CAPA recommended that the new requirements include the Air Transport Pilot (ATP) rating, in addition to aircraft-specific type ratings. These requirements combined with a curriculum of aeronautical knowledge and flight training, and a specific amount of flight experience, will provide for better qualified professional aviators.

As professional airline pilots and experts in the field, we believe that the requirement to possess an ATP is a definable common sense standard and a prerequisite experience requirement for all pilots who shoulder the responsibility of safely transporting the traveling public in our air transportation system.

The FAA has greatly enhanced the safety of the traveling public with these new regulations. CAPA applauds their efforts by recognizing the value of experienced and well-trained crews in U.S. commercial airline cockpits.

Also, we would like to recognize the tireless efforts by all CAPA representatives whose considerable contributions over the years have served to make these new regulations a reality.

]]>http://www.capapilots.org/capa-statement-on-faas-impending-release-of-new-first-officer-qualification-regulationsCAPA Statement on FFDO Funding Amendment to Homeland Security Billhttp://www.capapilots.org/capa-statement-on-ffdo-funding-amendment-to-homeland-security-bill1Fri, 07 Jun 2013 05:00:00 GMTCAPACAPA(Washington, DC - June 7, 2013) The Coalition of Airline Pilots Associations (CAPA) is pleased that a House amendment to fully fund the Federal Flight Deck Officers Program (FFDO) has passed as part of HR 2217, the "Homeland Security Funding Bill". CAPA, along with other organizations, has been an active proponent and sponsor of this program. Over the past several weeks we have been meeting with both the House and Senate to reverse the Administration's attempt to eliminate funding for this critical additional layer of security.

The FFDO program provides an unequaled, cost effective, and efficient way to insure that our flights are protected. A vigorous campaign, to reverse this proposed cut in funding for this important program, was initiated by CAPA as soon as the Administration’s budget was sent to Congress.

CAPA is confident that a careful contemplation of the ramifications of this decision will lead our Legislators to renew this important level of our security infrastructure. In the coming weeks CAPA will be working tirelessly to continue bringing this message to our elected representatives.

TSA Administrator John Pistole announced today, "After extensive engagement with the Aviation Security Advisory Committee (ASAC), law enforcement officials, passenger advocates, and other important stakeholders, TSA will continue to enforce the current prohibited items list". The TSA announced that it was abandoning its' plan to permit small knives and certain sporting equipment such as golf clubs to be carried on board aircraft. In a statement carried by the Associated Press, TSA Administrator John Pistole said, “After getting the input from all these different constituents, I realized there was not across-the-board support that would serve us well in moving forward.”

CAPA, as a key industry stakeholder, played an active role in advocating for maintaining the Prohibited Items List "as is". CAPA President First Officer Mike Karn along with CAPA Executive Vice President Captain Larry Rooney and CAPA Executive Director Maryanne DeMarco met with Administrator Pistole last week to discuss a wide range of issues, including Risk-Based Security and CAPA’s concerns about the TSA’s policies. In particular, President Karn emphasized the importance of taking into account stakeholder input from the Aviation Security Advisory Committee (ASAC), which is co-chaired by a CAPA representative.

Administrator Pistole acknowledged the need for additional stakeholder input on the “prohibited items” issue and indicated that TSA would seek further input as U.S. aviation security policy continues to evolve. President Karn expressed his gratitude to Administrator Pistole for acknowledging CAPA’s concerns and for being receptive to future cooperation and collaboration.

CAPA applauds today's decision by the TSA to maintain the prohibition on small knives and other potentially dangerous items. "Crewmembers are a critical component to aviation security and, as trusted partners to TSA, should be involved in the decision-making process. We are pleased that the TSA has reaffirmed its' commitment through this recent decision," stated CAPA President Mike Karn.

CAPA currently serves as Vice-Chair of the TSA's Aviation Security Advisory Committee (ASAC). This timing will allow the TSA to engage the ASAC in this important decision and ensure that all industry stakeholders have input on this issue.

]]>http://www.capapilots.org/capa-applauds-delay-on-tsas-knife-policyCAPA Statement on Sequestrationhttp://www.capapilots.org/capa-statement-on-sequestrationTue, 23 Apr 2013 05:00:00 GMTCAPACAPAWashington, DC (April 23, 2013) - With the recent announcement from the Federal Aviation Administration (FAA) regarding the furlough of employees resulting from the sequestration battle, there has been much speculation over the effects this decision would have on the National Airspace System and the individuals who serve or are served by it.

The Coalition of Airline Pilots Associations (CAPA), a trade association representing over 22,000 professional airline pilots, has been actively meeting with air traffic controllers and other officials across the country to provide our membership with a greater understanding of this issue.

While CAPA believes that the skill and professionalism of pilots and air traffic controllers will ensure that a safe standard is maintained, the National Airspace System unquestionably will be "strained," with reduced staffing and greater responsibilities placed on these front-line employees.

A travel experience consisting of extensive delays and cancellations will have far-reaching effects on an industry that today is still trying to recover from an era of bankruptcies, job losses, and reduced services for our passengers. Sadly, legislative gamesmanship and the choices foisted upon governmental agencies will result in understaffed facilities and delays, causing disruption and needless difficulties for the traveling public.

CAPA, along with other trade and labor associations, joins the nation’s airlines in calling for a quick solution to this untenable forecast of increased delays. Furthermore, CAPA believes that a collaborative approach, which provides Congress with stakeholder input, is crucial in maintaining the standard that the traveling public expects, the travel industry deserves, and our members demand.

We will be working tirelessly to ensure that all branches of government are aware of our position on this unfortunate and indiscriminate solution to the budgeting process and call on Congress to expeditiously pass a budget that adequately funds the FAA's needs.

TSA Administrator John Pistole announced plans to change the “Prohibited Items List” effective April 25, 2013 to include permitting small knives in carry-on luggage as well as certain sports-related equipment. According to a TSA statement about the planned changes, “The decision to permit certain items in carry-on luggage was made as part of TSA’s overall risk-based security approach and aligns TSA with International Civil Aviation Organization (ICAO) Standards and our European counterparts.”

"While CAPA welcomes the periodic review of items banned from being carried on the airplane, we categorically reject a proposal to allow knives of any kind in the cabin," stated CAPA President Mike Karn. “We believe the threat is still real and the removal of any layer of security will put crewmembers and the flying public unnecessarily in harm’s way,” he added.

CAPA is deeply concerned that industry stakeholders were not consulted prior to implementing these changes. "Crewmembers are a critical component to aviation security and, as trusted partners to TSA, should be involved in these processes," President Karn stated. "We are concerned that the proposed changes to the prohibited items list could represent a step backwards in aviation security," he added.

CAPA vigorously supports fully funding critical programs such as the Federal Flight Deck Officer Program (FFDO), which deputizes airline pilots as federal law enforcement officers to defend the flight deck, and the Crewmember Self Defense Training Program (CMSDT) which teaches both pilots and flight attendants techniques on how to defend themselves in the aircraft, including when confronted with edged weapons.

“It is clear that the FFDO and CMSDT programs are needed now more than ever as they represent a critically important role in protecting our passengers, crewmembers, cargo and aircraft," stated CAPA President Karn.

The recommendations urge the Federal Aviation Administration to require active fire suppression systems in all cargo containers or compartments of cargo aircraft. They also recommend improving early detection of fires within cargo containers and pallets and urge that cargo containers provide better fire resistance.

The NTSB has led or participated in the investigation of three fire-related accidents involving cargo aircraft in the past six years. One involved a UPS aircraft in Philadelphia that was substantially damaged in 2006; another was a UPS flight that crashed in Dubai, United Arab Emirates, in 2010; and the third was an Asiana Cargo flight that crashed into the East China Sea off the coast of South Korea in 2011. The Dubai and South Korea investigations are ongoing under the direction of the General Civil Aviation Authority of the United Arab Emirates and the Aviation and Railway Accident Investigation Board of Korea respectively.

"These fires quickly grew out of control, leaving the crew with little time to get the aircraft on the ground," said NTSB Chairman Deborah A.P. Hersman. "Detection, suppression and containment systems can give crews more time and more options. The current approach is not safe enough."

NTSB investigators found that the early stages of a fire burning inside a cargo container are concealed from detection. In later stages, when the fire grows and does become detectable, it rapidly intensifies and burns through the container to become a substantial threat to the aircraft and crew. In the UAE crash, the crew had just 2 ½ minutes between the fire detection and the onset of aircraft system failures.

"I also want to commend the air cargo industry for actively researching and implementing new fire prevention and suppression technologies," said Hersman, who was briefed this week by UPS on its efforts. FedEx is in the process of installing a fire-suppression system on its long-haul fleet.

A link to the full text of the safety recommendations can be found here: http://www.ntsb.gov/doclib/recletters/2012/A-12-068-070.pdf

NTSB Media Contac

]]>http://www.capapilots.org/ntsb-ch-hersman-addresses-capa-board-with-fire-suppression-announcemenrThe National Transportation Safety Board released its 2013 Most Wanted Listhttp://www.capapilots.org/the-national-transportation-safety-board-released-its-2013-most-wanted-list2Fri, 16 Nov 2012 06:00:00 GMTCAPApilotsCAPApilotsThe National Transportation Safety Board released its 2013 Most Wanted List

CAPA's DC team was on the Hill this week and attended the NTSB press conference as the release of their 2013 hot list. According to Chairman Hersman, fatigue has appeared on the NTSB Most Wanted List since 1990. Due to their diligence of the NTSB and affiliates, fatigue has moved to the "back burners". Recently, she adds, the NTSB has released many fatigue and duty rules, including new Flight Time/Duty Time suggestions for airline pilots. Although we would have liked to see cargo pilots included in the FAA rule, we will be keeping a close eye on fatigue, and revisit."

Office of Public Affairs
November 14
WASHINGTON - The National Transportation Safety Board today released its 2013 Most Wanted List, with six of the ten issues focusing on highway travel where most transportation fatalities take place and includes the number one killer on the list: substance-impaired driving.

The new annual list of the independent federal safety agency's top advocacy priorities calls for ending distraction in all modes of transportation. Distraction was the cause of multiple accidents investigated by the agency in recent years, and its deadly effects will only continue to grow as a national safety threat.

"Transportation is safer than ever, but with 35,000 annual fatalities and hundreds of thousands of injuries, we can, and must, do better," said NTSB Chairman Deborah A.P. Hersman. "The Most Wanted List is a roadmap to improving safety for all of our nation's travelers."

"We're releasing the list now so it is available to policymakers at the state and federal levels as well as industry groups as they craft their priorities for 2013," Hersman said. "We want to highlight the results of our investigations and ensure that safety has a seat at the table when decisions are made."

The NTSB's 2013 Most Wanted List of transportation priorities includes

In response to the recent media buzz regarding a pilot shortage, CAPA's Director of Safety responds to the various points given in the aforementioned Fox News story.

"CAPA has worked tirelessly to help the FAA create minimum training and experience requirements for Part 121 air carrier operations, via participation on the FAA First Officer Qualifications ARC, and rigorous lobbying for legislative efforts requiring the same.

The minimum qualifications that CAPA has supported are rooted in creating safety levels that the American flying public has come to expect and deserve over the past few decades. In today's modern airspace system, mainly comprised of high performance, technologically advanced, jet aircraft, in an increasingly more crowded airspace system, training and experience requirements have to be uncompromising.

America has experienced, and continues to experience a shortage of medical doctors. Imagine suggesting that the solution to this problem would be to drastically reduce the training and experience required to become a physician in this country, and then to have this person, who has your life in his hands, working for wages that are below the poverty level. It would not be tolerated, nor should we tolerate the same for a pilot who has a hundred lives in his hands." ~ Russ Leighton, Director of Safety

The mandatory FAA 1500 flight time rule is to take effect in January 2013. The rule comes on the heels of the 2009 Colgan Air crash that killed 50 in Buffalo NY. The accident was blamed on pilot error, therefore the 1500 hour mandatory rule was voted on unanimously in the House and Senate, to avoid future tragedy.

CAPA President, Captain Carl Kuwitzky adds :

"After watching the Fox story, is there is "NO substitute for experience". Training is vital, but experience is what brings it all together."

Opponents to the 1500 minimum rule suggest that lowering the training standards for the First Officer would be adequate, should the Captain be experienced. This theory was tested in Europe, and was found to have been the direct cause of the Air France jetliner crash in the Atlantic. From the crash investigation we find:

The captain was taking a rest break and the co-pilots were in control at the time.

The captain returned to the flight deck but was unable to reverse the catastrophic course of events which saw the plane stall and plunge into the sea.

The final report on the causes of the crash of Air France flight 447, which claimed the lives of 228 people travelling from Rio to Paris in 2009, recommends tougher training and certification to avoid repeat disasters.

For the video report: France 24 News

In one fatal decision, the report says, one of the co-pilots in the cockpit at the time nosed the Airbus A330 upward during a stall – instead of downward, as he should have – because of false data from sensors about the plane’s position.

Chief investigator Alain Bouillard said the two pilots at the controls never understood that the plane was in a stall. He said only a well-experienced crew with a clear understanding of the situation could have stabilized the plane in those conditions.

“In this case, the crew was in a state of near-total loss of control,” he said.

CNN Europe coverage and explanation of the Air France 447 investigation

Mr. Leighton goes on to comment regarding the pilot shortage stating;

"Supply far exceeds demand at profitable carriers where pilots are offered compensation packages commensurate with their years of education and experience. To the extent that industry has created the impression of a false shortage, due to a decreasing supply of inexperienced pilots willing to work for salaries below the poverty level, there is a simple answer - restore the profession."

In response to an article " Airlines Face Acute Shortage of Pilots" in the Wall Street Journal today, 12 November 2012, the Coalition of Airline Pilots Association posts this position statement and supporting talking points.

We support the ATP minimum requirement for all part 121 and 135 pilots employed by US commercial operators to possess an Airline Transport Pilot license.

CAPA Executive Vice-President Captain Lee Collins responds with:

"Airlines must stop their constant assault upon the Airline Piloting Profession if they want to attract quality pilots and qualified applicants. This is a manufactured crisis by Airline managements to try and coerce the FAA and other government regulators that a real and present danger exists. There is none.

As always when the airlines promote a viable, stable and attractive career path, pilots have historically been willing to join the ranks. However, when airlines continue to lower pay and benefits, reduce if not completely eliminate retirement plans and other similar career expectations, then quality individuals look elsewhere for employment. This time is no different. The airlines have had more than five years to plan for this coming time, during which they have done nothing to create an attractive career path for new pilots or members of the military, looking to begin a civilian career.

The time is now for America's corporate airline management teams to stop making excuse and step up to the plate and lead as their titles and positions expect they should do.

At Southwest Airlines, UPS Airlines and FedEx Airlines, the best and highest paid airline pilots in America with a solid career progression and the highest most professional pilot cadre: there are waiting lists of literally thousands wanting to work as new entry level pilots at these airlines. This is the very best evidence that supports our claim. If you want the best and most qualified pilots, and an abundance of applicants (no shortages), then give them a reason to come."

Captain Collins is a 26-year veteran of the airline industry with an extensive professional background in Airline Security, Safety, Domestic and International Flight Operations and many years of Industry/Governmental Legislative Affairs.

CAPA's official Talking Points: ATP Minimum Requirements are below and can be downloaded here

The Coalition of Airline Pilots Associations recommends the Airline Transport Pilot (ATP) License as the minimum standard for employment as a pilot with a Part 121 or 135 air carrier. The ATP provides the academic coursework, flight training and experience needed for the safe piloting of today’s complex, high-speed aircraft through a congested, multifaceted air traffic control network in difficult weather environments. Mainline air carriers require the ATP for employment and “one level of safety” dictates that all air carriers, regional or otherwise, should require the ATP as well. The 1500 flight hours that the ATP requires develops a mature, experienced and professional aviator who has the foundation to exercise prudent judgment while responsible for the safe transportation of tens or even hundreds of passengers.

 Entry-level First Officers have immediate flying duties and are as responsible as Captains for the safe operation of the aircraft;

flight time;  Commercial pilot (only) licensed aviators account for 3x the accidents as ATP licensed pilots;  50% of US domestic flights are flown by Regional Carriers;  “Quantity” of flight hours have a “Quality” of their own.

The current minimum hiring requirement for US commercial part 121 and 135 operators is 250 flight hours, a commercial pilot license and an instrument rating. These basic qualifications can be attained in 12 months for about $25,000. The responsibility of 50, 70 or 100 passengers and their safe passage through the congested air traffic control system in challenging atmospheric conditions should not be charged to a pilot with so little flight time and qualification. A doctor who is responsible for one life at a time must complete undergraduate study, medical school, residency and pass board certified exams before practicing as a doctor. Part 121 pilots should be required to have similar extensive training and qualifications.

CAPA’s Position: CAPA supports the ATP minimum requirement for all part 121 and 135 pilots employed by US commercial operators to possess an Airline Transport Pilot license.

In response to an article " Airlines Face Acute Shortage of Pilots" in the Wall Street Journal today, 12 November 2012, the Coalition of Airline Pilots Association posts this position statement and supporting talking points. We support the ATP minimum requirement for all part 121 and 135 pilots employed by US commercial operators to possess an Airline Transport Pilot license.

CAPA Executive Vice-President Captain Lee Collins responds with:

"Airlines must stop their constant assault upon the Airline Piloting Profession if they want to attract quality pilots and qualified applicants. This is a manufactured crisis by Airline managements to try and coerce the FAA and other government regulators that a real and present danger exists. There is none.

As always when the airlines promote a viable, stable and attractive career path, pilots have historically been willing to join the ranks. However, when airlines continue to lower pay and benefits, reduce if not completely eliminate retirement plans and other similar career expectations, then quality individuals look elsewhere for employment. This time is no different. The airlines have had more than five years to plan for this coming time, during which they have done nothing to create an attractive career path for new pilots or members of the military, looking to begin a civilian career.

The time is now for America's corporate airline management teams to stop making excuse and step up to the plate and lead as their titles and positions expect they should do.

At Southwest Airlines, UPS Airlines and FedEx Airlines, the best and highest paid airline pilots in America with a solid career progression and the highest most professional pilot cadre: there are waiting lists of literally thousands wanting to work as new entry level pilots at these airlines. This is the very best evidence that supports our claim. If you want the best and most qualified pilots, and an abundance of applicants (no shortages), then give them a reason to come."

Captain Collins is a 26-year veteran of the airline industry with an extensive professional background in Airline Security, Safety, Domestic and International Flight Operations and many years of Industry/Governmental Legislative Affairs.

CAPA's official Talking Points: ATP Minimum Requirements are below and can be downloaded here

The Coalition of Airline Pilots Associations recommends the Airline Transport Pilot (ATP) License as the minimum standard for employment as a pilot with a Part 121 or 135 air carrier. The ATP provides the academic coursework, flight training and experience needed for the safe piloting of today’s complex, high-speed aircraft through a congested, multifaceted air traffic control network in difficult weather environments. Mainline air carriers require the ATP for employment and “one level of safety” dictates that all air carriers, regional or otherwise, should require the ATP as well. The 1500 flight hours that the ATP requires develops a mature, experienced and professional aviator who has the foundation to exercise prudent judgment while responsible for the safe transportation of tens or even hundreds of passengers.

 Entry-level First Officers have immediate flying duties and are as responsible as Captains for the safe operation of the aircraft;

flight time;  Commercial pilot (only) licensed aviators account for 3x the accidents as ATP licensed pilots;  50% of US domestic flights are flown by Regional Carriers;  “Quantity” of flight hours have a “Quality” of their own.

The current minimum hiring requirement for US commercial part 121 and 135 operators is 250 flight hours, a commercial pilot license and an instrument rating. These basic qualifications can be attained in 12 months for about $25,000. The responsibility of 50, 70 or 100 passengers and their safe passage through the congested air traffic control system in challenging atmospheric conditions should not be charged to a pilot with so little flight time and qualification. A doctor who is responsible for one life at a time must complete undergraduate study, medical school, residency and pass board certified exams before practicing as a doctor. Part 121 pilots should be required to have similar extensive training and qualifications.

CAPA’s Position: CAPA supports the ATP minimum requirement for all part 121 and 135 pilots employed by US commercial operators to possess an Airline Transport Pilot license.

A CBS news story this morning addresses an issue of pilot shortages due to a few factors such as the mandatory retirement age and the minimum flight requirements. You can watch the video here, as CBS News' aviation and safety expert Capt. Sullenberger and CBS travel editor Peter Greenberg report, and their opinions support our position.

"This strikes me as a cynical effort on the part of some in the industry to cry wolf and use scare tactics in an intent to influence the (Federal Aviation Administration) when they write the final rule on pilot experience to weaken it, and this pilot experience requirement is one that's mandated by the Congress," Sullenberger said.

Sullenberger said the new pilot measures were voted upon with unanimous results in the House and Senate. "(It's an) amazing accomplishment in this political environment -- to solve problems in the regional airline industry that have been the result of a dozen years of crashes taking needless lives," he said.

Both support the minimum rules, and the one level of safety that CAPA stands for. More information from CAPA on the issue can be found here.

"Airlines must stop their constant assault upon the Airline Piloting Profession if they want to attract quality pilots and qualified applicants. This is a manufactured crisis by Airline managements to try and coerce the FAA and other government regulators that a real and present danger exists. There is none.

As always when the airlines promote a viable, stable and attractive career path, pilots have historically been willing to join the ranks. However, when airlines continue to lower pay and benefits, reduce if not completely eliminate retirement plans and other similar career expectations, then quality individuals look elsewhere for employment. This time is no different. The airlines have had more than five years to plan for this coming time, during which they have done nothing to create an attractive career path for new pilots or members of the military, looking to begin a civilian career.

The time is now for America's corporate airline management teams to stop making excuse and step up to the plate and lead as their titles and positions expect they should do.

At Southwest Airlines, UPS Airlines and FedEx Airlines, the best and highest paid airline pilots in America with a solid career progression and the highest most professional pilot cadre: there are waiting lists of literally thousands wanting to work as new entry level pilots at these airlines. This is the very best evidence that supports our claim. If you want the best and most qualified pilots, and an abundance of applicants (no shortages), then give them a reason to come."

CBS News travel editor Peter Greenberg added that airlines can and will meet these requirements. "You can't create a crisis and say 'it's an economic impact, we're going to have a problem' when you've known about it for a long time. And the rules that are in place -- and I think Sully would agree -- are minimum rules. We're just starting this. If you see what the actual requirements were for hours of pilot experience prior to this, they were laughable. We're at a better level now, but it's still not where we need to be."

]]>http://www.capapilots.org/capa-responds-to-cbs-news-report-of-pilot-shortages-video-includedCAPA called on as industry expert in the Boston Heraldhttp://www.capapilots.org/capa-called-on-as-industry-expert-in-the-boston-heraldMon, 12 Nov 2012 06:00:00 GMTCAPApilots CAPApilots Home Newsroom

Recently, CAPA was asked by the travel reporter of the Boston Herald to comment on the new film "FLIGHT" with Denzel Washington. you may read the full article at the linnk above.

Here are a few excerpts:

I’ve been wondering since I saw the clip - can that actually happen? Rather than go with, “obviously, no,” since I’m not a pilot and didn’t take any engineering classes in college, I thought I’d check-in with a pro.

In this case, the word comes straight from Captain Lee Collins, executive vice president of the Coalition of Airline Pilots Associations.

“Having not seen the movie, only the theatrical trailer, we can say this: For the most part, large transport category aircraft, are incapable of sustained, inverted, flight,” he said. “This is due to the fact that both the engine oil and fuel systems would be unable to provide pressurized fuel and oil that enable the engines to operate.
The film may contain scenes for dramatic purposes of an airliner flying upside down, but only momentary inverted maneuvers are actually possible before engine failure.”

U.S. Aviation Industry, FAA Share Safety Information with NTSB To Help Prevent Accidents

WASHINGTON – The Department of Transportation’s Federal Aviation Administration (FAA), airlines and aviation labor unions today announced a partnership with the National Transportation Safety Board (NTSB) to share summarized safety information that could help prevent accidents.

The information, shared through an initiative called the Aviation Safety Information Analysis and Sharing (ASIAS) Executive Board, will help the NTSB determine if an accident is a unique event or an indication of systemic risks. Under ASIAS, airlines and unions already voluntarily share safety information with FAA to identify trends.

“The nation’s impressive safety record is in part due to an unwavering commitment by government and industry to work together to monitor data and identify trends to prevent accidents,” said FAA Acting Administrator Michael Huerta. “More than 90 percent of air carriers use voluntary reporting programs and this has led to significant training, operational and maintenance program improvements.”

"The U.S. aviation industry's commitment to sharing safety information has already successfully helped us lower the fatality risk on commercial flights," said Captain Paul Morell, Vice President, Safety, Security and Environmental Programs, US Airways and ASIAS Executive Board co-chair. "Through ASIAS, we know that industry and government are investing in the right safety solutions."

ASIAS uses aggregate, protected data from industry and government voluntary reporting programs, without identifying the source of the data, to proactively find safety issues, identify safety enhancements, and measure the effectiveness of solutions. ASIAS began in 2007 and now has 44 members and receives voluntary data representing 95 percent of all commercial air carrier operations. It onnects 131 data and information sources across the industry and is integrated into the Commercial Aviation Safety Team (CAST) process. CAST is a joint government and industry effort that uses a data-driven strategy to reduce the commercial aviation fatality risk in the United States and promote safety initiatives throughout the world. Their work, along with new aircraft, regulations and other activities, reduced the fatality risk for commercial aviation in the United States by 83 percent from 1998 to 2008.

Seven of CAST’s 76 safety enhancements have been derived from forward-looking data analysis in ASIAS. Additionally, ASIAS stays connected to CAST’s safety enhancements to track the effectiveness of those interventions. The databases used to identify trends include Flight Operations Quality Assurance (FOQA) programs, the Aviation Safety Action Partnership (ASAP), the Air Traffic Safety Action Program (ATSAP), FAA surveillance data, and many others.

The agreement outlines the procedures, guidelines, and roles and responsibilities for the ASIAS Executive Board to address specific written NTSB requests for ASIAS information. The agreement does not allow any of the parties to use aggregate FOQA, ASAP, ATSAP or other non-publicly available data to measure an individual data contributor’s performance or safety.

The NTSB will initiate written requests for ASIAS information related to aircraft accidents involving U.S. air carriers that occur in the United States and address safety issues that both the NTSB and the ASIAS board determine are significant and non-routine or reoccurring. The NTSB will not publicly disclose ASIAS information it receives via the process unless the ASIAS Executive Board agrees.

The NTSB will share with ASIAS its archived air carrier accident and incident flight data recorder information related to a request.

Peggy Gilligan, Associate Administrator for Aviation Safety, FAA and Captain Paul Morell, Vice President, Safety, Security and Environmental Programs, US Airways signed the agreement for the ASIAS Executive Board. David Mayer, Managing Director, signed for the NTSB.

U.S. Aviation Industry, FAA Share Safety Information with NTSB To Help Prevent Accidents

WASHINGTON – The Department of Transportation’s Federal Aviation Administration (FAA), airlines and aviation labor unions today announced a partnership with the National Transportation Safety Board (NTSB) to share summarized safety information that could help prevent accidents.

The information, shared through an initiative called the Aviation Safety Information Analysis and Sharing (ASIAS) Executive Board, will help the NTSB determine if an accident is a unique event or an indication of systemic risks. Under ASIAS, airlines and unions already voluntarily share safety information with FAA to identify trends.

“The nation’s impressive safety record is in part due to an unwavering commitment by government and industry to work together to monitor data and identify trends to prevent accidents,” said FAA Acting Administrator Michael Huerta. “More than 90 percent of air carriers use voluntary reporting programs and this has led to significant training, operational and maintenance program improvements.”

"The U.S. aviation industry's commitment to sharing safety information has already successfully helped us lower the fatality risk on commercial flights," said Captain Paul Morell, Vice President, Safety, Security and Environmental Programs, US Airways and ASIAS Executive Board co-chair. "Through ASIAS, we know that industry and government are investing in the right safety solutions."

ASIAS uses aggregate, protected data from industry and government voluntary reporting programs, without identifying the source of the data, to proactively find safety issues, identify safety enhancements, and measure the effectiveness of solutions. ASIAS began in 2007 and now has 44 members and receives voluntary data representing 95 percent of all commercial air carrier operations. It onnects 131 data and information sources across the industry and is integrated into the Commercial Aviation Safety Team (CAST) process. CAST is a joint government and industry effort that uses a data-driven strategy to reduce the commercial aviation fatality risk in the United States and promote safety initiatives throughout the world. Their work, along with new aircraft, regulations and other activities, reduced the fatality risk for commercial aviation in the United States by 83 percent from 1998 to 2008.

Seven of CAST’s 76 safety enhancements have been derived from forward-looking data analysis in ASIAS. Additionally, ASIAS stays connected to CAST’s safety enhancements to track the effectiveness of those interventions. The databases used to identify trends include Flight Operations Quality Assurance (FOQA) programs, the Aviation Safety Action Partnership (ASAP), the Air Traffic Safety Action Program (ATSAP), FAA surveillance data, and many others.

The agreement outlines the procedures, guidelines, and roles and responsibilities for the ASIAS Executive Board to address specific written NTSB requests for ASIAS information. The agreement does not allow any of the parties to use aggregate FOQA, ASAP, ATSAP or other non-publicly available data to measure an individual data contributor’s performance or safety.

The NTSB will initiate written requests for ASIAS information related to aircraft accidents involving U.S. air carriers that occur in the United States and address safety issues that both the NTSB and the ASIAS board determine are significant and non-routine or reoccurring. The NTSB will not publicly disclose ASIAS information it receives via the process unless the ASIAS Executive Board agrees.

The NTSB will share with ASIAS its archived air carrier accident and incident flight data recorder information related to a request.

Peggy Gilligan, Associate Administrator for Aviation Safety, FAA and Captain Paul Morell, Vice President, Safety, Security and Environmental Programs, US Airways signed the agreement for the ASIAS Executive Board. David Mayer, Managing Director, signed for the NTSB.

Mr. Leighton is the Aviation Safety Coordinator for the International Brotherhood of Teamsters.

Mr. Leighton is a graduate of Embry-Riddle Aeronautical University in Prescott, Arizona. He has a B.S. in Aeronautical Science, and a minor in Aviation Safety. Russ has been a pilot for 20 years. With more than 12,000 hours he has flown everything from single-pilot, part 135 freight in a Cessna 208, to international flying in a Boeing 767.

He is responsible for facilitating implementation and maintenance of programs such as ASAP, FOQA, LOSA, FRMS and SMS for the 65,000+ pilots, mechanics, flight attendants, and dispatchers of the Airline Division. He is also responsible for training and maintaining Aircraft Accident Go-Teams, to help the NTSB as parties to investigations.

Mr. Leighton was also an Air Safety Investigator for the NTSB, and was Investigator-In-Charge of more than 50 aircraft accidents.

Mr. Leighton was the chair the Pilot Records Database ARC, on behalf of CAPA. Recently, Russ has been the Labor Lead for the “Call To Action” aviation safety forum road shows, and was one of the labor representatives on the Flight/Duty time ARC.This committee was to help the FAA write regulations to create and maintain a comprehensive database of pilot training and qualifications, for use by air carriers when hiring new pilots.

Mr. Leighton is the Aviation Safety Coordinator for the International Brotherhood of Teamsters.

Mr. Leighton is a graduate of Embry-Riddle Aeronautical University in Prescott, Arizona. He has a B.S. in Aeronautical Science, and a minor in Aviation Safety. Russ has been a pilot for 20 years. With more than 12,000 hours he has flown everything from single-pilot, part 135 freight in a Cessna 208, to international flying in a Boeing 767.

He is responsible for facilitating implementation and maintenance of programs such as ASAP, FOQA, LOSA, FRMS and SMS for the 65,000+ pilots, mechanics, flight attendants, and dispatchers of the Airline Division. He is also responsible for training and maintaining Aircraft Accident Go-Teams, to help the NTSB as parties to investigations.

Mr. Leighton was also an Air Safety Investigator for the NTSB, and was Investigator-In-Charge of more than 50 aircraft accidents.

Mr. Leighton was the chair the Pilot Records Database ARC, on behalf of CAPA. Recently, Russ has been the Labor Lead for the “Call To Action” aviation safety forum road shows, and was one of the labor representatives on the Flight/Duty time ARC.This committee was to help the FAA write regulations to create and maintain a comprehensive database of pilot training and qualifications, for use by air carriers when hiring new pilots.

What would you do if you were able to get your hands on a vintage Boeing 727 jet?

Intentionally crashing it into a Mexican desert probably wouldn't be among your top choices, but that's just what a team of TV producers did on Friday.

The crews filmed a Boeing 727 from multiple angles as it crashed, part of what producers at the Discovery Channel, Britain's Channel 4 and Germany's Pro Sieben have labeled "part of a scientific experiment for an unprecedented international television documentary."

The flight's pilot "ejected from the 170-seat aircraft just minutes before the collision after setting it on a crash course." The jet "was then flown remotely from a chase plane" and "went according to plan" with "no injuries or damage to property," according to a Discovery Channel press release.

The jet was rigged with scientific sensors and experiments and flew with crash-test dummies in the passenger seats.

In its release, Discovery Channel says:

The project aims to recreate a serious, but survivable, passenger jet crash landing with a real aircraft in order to allow an international team of experts to study the crashworthiness of the aircraft's airframe and cabin as well as the impact of crashes on the human body, plus possible means of increasing passenger survivability and evaluating new 'black box' crash-recording technology.

"This groundbreaking project features an actual crash of a passenger jet and explores the big questions about how to make plane crashes more survivable," Eileen O'Neill, group president of Discovery and TLC Networks, says in the release. "We hope to provide new information about how to improve the chances of survival while providing scientific results on passenger safety and new technologies, including new 'black box' flight data recording systems."

The episode will be featured later this year on the Discovery Channel's premiere episode for its CURIOSITY series.

The Daily Mail of London says the crash marked "the first time in almost 30 years a passenger plane has been crashed on purpose for a scientific experiment. The last time was in 1984 when NASA teamed up with the FAA to crash a Boeing 720 into the Mojave Desert in California."

However, Flight International notes the 1984 crash didn't go exactly as planned. It was meant to test a fire-suppressing fuel additive, but Flight International writes the test "did not go according to plan … because the aircraft impacted with a different attitude from that intended."

As for Friday's crash, the Discovery Channel says it occurred "in a remote and unpopulated part of the Sonoran Desert of Baja California, Mexico. The location was chosen after an extensive international search to find a suitable location offering the perfect conditions … ."

The network adds "an extensive environmental clean-up operation is being carried out by a reputable agency with the full co-operation of the Mexican authorities."

Report on near misses at Chicago airport released
By MICHAEL TARM, Associated Press

CHICAGO (AP) — Federal transportation investigators released a preliminary report Monday about two near midair collisions at Chicago's O'Hare International Airport that raises questions about air-traffic control at one of the world's busiest airports.

The report released by the National Transportation Safety Board doesn't draw conclusions or assess blame for the incidents, which involved landing and departing planes coming within several hundred feet of each other. But it highlights concerns about the configuration of a control tower and two intersecting runways.

A final report isn't expected for several months.

Several controllers interviewed after a near miss on August 8, 2011, mentioned an obstruction in the middle of the air-traffic control room that forced controllers to yell vital information across the room. Others complained about potential confusion caused by the two intersecting runways.

The other near miss, which occurred on May 16, 2011, involved a SkyWest Airlines plane en route from Michigan approaching one runway and an ExpressJet Airlines taking off on the intersecting runway for Buffalo, N.Y. According to the report, the ExpressJet captain and others interviewed blamed at least one air-traffic controller for either forgetting or overlooking that the SkyWest plane had been given the OK to land.

The ExpressJet captain said his plane began roaring down a runway when he heard a distressed air traffic controller say, "Uhh!" Seconds later, the captain saw the landing SkyWest plane heading straight for his and frantically told his co-pilot to "stay low."

After the danger passed and he regained his composure, the captain radioed the tower after "nearly getting killed" and screamed at the air-traffic controller, "What the (expletive) was that?" according to the NTSB report.

The near miss happened shortly after Vice President Joe Biden's plane, Air Force Two, had touched down at O'Hare for a visit to Chicago. That plane wasn't directly involved, but others interviewed said the controller may have been distracted by the special procedures surrounding the arrival of Biden's plane, which include the presence of a helicopter.

The Aug. 8, 2011, incident was similar in that it involved a Chautauqua Airlines flight coming in from La Crosse, Wis., and a Trans State Airlines flight taking off for Moline, in western Illinois. Again, the landing plane nearly collided with a plane as it tried to take off.

The Trans State's pilot said he and his co-pilot spotted the incoming plane themselves as their plane was "running out of pavement" barreling down the runway. Had they not taken evasive action on their own by slightly delaying takeoff, the warning from the tower might "have been too late," according to the report.

The controllers, supervisors and others interviewed in that incident said the island-like obstruction in the center of the tower room might have been a factor, but the report didn't offer specifics about what the obstruction was or how it may have affected controllers' work that day. Though at least one air-traffic controller didn't believe it was a factor.

Asked by investigators why the room hadn't been reconfigured, one air-traffic controller cited "stubbornness" on the part of those who designed it. And a control supervisor said the configuration has "got to go."

A message left late Monday seeking comment from the NTSB was immediately returned.

Chicago Department of Aviation spokeswoman Karen Pride said she couldn't comment until airport officials had been able to review the report.

Chicago-based transportation expert Joseph Schwieterman said he hadn't seen the preliminary report, but he said air-traffic controllers over the years have expressed concern about some design features at O'Hare.

"My takeaway is that O'Hare — despite improvements over the years — still has a lot of older features that can create incidents," he said. "It is still a highly complicated airport — with intersections that are potential problem spots."

But while near misses always raise some concerns, he saw no reason why they should cause alarm among air travelers passing through O'Hare. He noted that such incidents are extremely rare, especially consideringthe volume of U.S. air passenger traffic.

]]>http://www.capapilots.org/report-on-near-misses-at-chicago-airport-releasedIPA, CAPA and Allies pilots conducted more than 50 meetings on the Hillhttp://www.capapilots.org/ipa-capa-and-allies-pilots-conducted-more-than-50-meetings-on-the-hillThu, 21 Jun 2012 05:00:00 GMTCAPApilotsCAPApilotsIPA and Allies Lobby House and Senate in Support of the Safe Skies Act

The IPA Executive Board, other UPS pilots, and pilots representing SWAPA,
USAPA, APA, Teamsters Local 1224 (representing Atlas Air, Polar Air and
Evergreen), and NJASAP (NetJets pilots) met this morning for a pre-event
briefing and breakfast with the NTSB Chair at the Liaison hotel on
Capitol Hill in Washington, D.C.

IPA President, Captain Robert Travis introduced NTSB Chair Hersman
who spoke in support of the Safe Skies Act and encouraged the IPA and
other unions present to continue to work hard for its passage.

Following the Chair's remarks, the group of 30 uniformed pilots
walked down to the U.S. Capitol for a group photo before breaking into
groups for meetings with target U.S. Senators, U.S. Representatives and
their staff.

Armed with talking points and other background information, the
pilot teams conducted more than 50 meetings.

Following the official meetings, the IPA and ally pilots continued
their lobbying at a reception held for the pilots by the original
sponsor of the Safe Skies Act, Representative Chip Cravaack. Rep.
Cravaack, a commercial pilot himself, hosted the reception in the House
Transportation & Infrastructure Committee Hearing Room. Cravaack also
delivered remarks to the pilots in attendance at this morning's
pre-event briefing and breakfast with NTSB Chair Hersman.

]]>http://www.capapilots.org/ipa-capa-and-allies-pilots-conducted-more-than-50-meetings-on-the-hillIPA and Allies Lobby House and Senate in Support of the Safe Skies Acthttp://www.capapilots.org/ipa-and-allies-lobby-house-and-senate-in-support-of-the-safe-skies-actThu, 21 Jun 2012 05:00:00 GMTCAPAilotsCAPAilotsIPA and Allies Lobby House and Senate in Support of the Safe Skies Act

The IPA Executive Board, other UPS pilots, and pilots representing SWAPA,
USAPA, APA, Teamsters Local 1224 (representing Atlas Air, Polar Air and
Evergreen), and NJASAP (NetJets pilots) met this morning for a pre-event
briefing and breakfast with the NTSB Chair at the Liaison hotel on
Capitol Hill in Washington, D.C.

IPA President, Captain Robert Travis introduced NTSB Chair Hersman
who spoke in support of the Safe Skies Act and encouraged the IPA and
other unions present to continue to work hard for its passage.
Following the Chair's remarks, the group of 30 uniformed pilots
walked down to the U.S. Capitol for a group photo before breaking into
groups for meetings with target U.S. Senators, U.S. Representatives and
their staff.

Armed with talking points and other background information, the
pilot teams conducted more than 50 meetings.

Following the official meetings, the IPA and ally pilots continued
their lobbying at a reception held for the pilots by the original
sponsor of the Safe Skies Act, Representative Chip Cravaack. Rep.
Cravaack, a commercial pilot himself, hosted the reception in the House
Transportation & Infrastructure Committee Hearing Room. Cravaack also
delivered remarks to the pilots in attendance at this morning's
pre-event briefing and breakfast with NTSB Chair Hersman.

- The Federal Aviation Administration will revisit a decision to exempt cargo airlines from new rules to prevent pilot fatigue, saying it made "errors" ...
See all stories on this topic »US To Review Pilot Rest Rule Exempting UPS, FedEx Airlines

Manila Bulletin
The FAA created new restrictions in December on the hours passenger-airline pilots can fly in an attempt to reduce fatigue. The regulations for the first time take ...
See all stories on this topic »AIN Blog: Torqued: What's the FAA Doing about Crewmember ...

FAA To Revisit Fatigue Rules For Cargo Pilot
As Congress considersa bill that would extend new Part 121 pilot rest rules to air cargo operations, the FAA has asked a federal court to put a pilot-union lawsuit ... www.faabuzz.com/.../faa-to-revisit-fatigue-rules-for-cargo-pil...

- The Federal Aviation Administration will revisit a decision to exempt cargo airlines from new rules to prevent pilot fatigue, saying it made "errors" ...
See all stories on this topic »US To Review Pilot Rest Rule Exempting UPS, FedEx Airlines

Manila Bulletin
The FAA created new restrictions in December on the hours passenger-airline pilots can fly in an attempt to reduce fatigue. The regulations for the first time take ...
See all stories on this topic »AIN Blog: Torqued: What's the FAA Doing about Crewmember ...

FAA To Revisit Fatigue Rules For Cargo Pilot
As Congress considersa bill that would extend new Part 121 pilot rest rules to air cargo operations, the FAA has asked a federal court to put a pilot-union lawsuit ... www.faabuzz.com/.../faa-to-revisit-fatigue-rules-for-cargo-pil...

Aviation International News
“I think the prime reasons the professional gets drawn out of the professional box are generally pride, pressure, complacency and fatigue,” said Ratté. According to the Flight Safety Foundation's approach and landing accident reduction (Alar) toolkit, ...See all stories on this topi

The Federal Aviation Administration made "errors" when it exempted cargo airlines from rules to prevent pilot fatigue and will revisit the issue, Justice Department attorneys representing the agency said in a court motion.

The department late Thursday asked the U.S. Court of Appeals for the District of Columbia to put a pilots' union lawsuit on hold so that the FAA could re-examine the exemption for cargo airlines.

The FAA issued an overhaul of airline pilot-scheduling rules in December, but the new rules applied only to passenger airlines. FAA officials said at the time that imposing new rules on cargo airlines would have been too costly to the industry -- $214 million over a decade.

The Independent Pilots Association, the UPS pilots' union, sued, saying it could find no justification for the cost estimate that was the basis for granting the exemption.

In its motion, the department said, "These errors are of sufficient amount that the FAA believes that it is prudent to review the portion of its cost-benefit analysis related to all-cargo operations and allow interested parties an opportunity to comment on that analysis."

FAA will issue a new evaluation of the costs "as expeditiously as possible" that "will fully disclose the extent and nature of the errors" in its initial cost-benefit analysis, the motion said.

However, it's likely the new cost estimate will actually be greater, not less, than $214 million because some costs were left out of the original estimate, an FAA official told The Associated Press. The official, who wasn't authorized to comment publicly, spoke on condition of anonymity.

A statement released Friday by the agency said the errors were inadvertent, and an outside group will be asked to review the cargo analysis before it is reissued for public comment.

Lee Collins, a lobbyist for the Coalition for Airline Pilot Associations, a trade association that represents the UPS union, said in an interview that the association asked the FAA and the White House Office of Management and Budget for the data and methodology for how the cost estimate was reached but has been unable to obtain the information. The union requested the same information in its lawsuit.

"A flawed cost-benefit formula, issued at the last minute, without opportunity for public comment and examination, was at the core of our legal objections to the FAA's exclusion of cargo pilots from new science-based pilot rest rules," William Trent, an attorney for the union, said in a statement.

The trade association has also appealed to Rep. Chip Cravaak, R-Minn., a former cargo pilot, for help getting the information, Collins said. Cravaak has introduced a bill to extend the fatigue rule protections to cargo pilots.

Cargo airlines, including United Parcel Service, had lobbied strongly for different rules from passenger airlines. The new scheduling rules, which go into effect in 2014, reduce the number of hours pilots can fly overnight. That would have had a greater impact on cargo airlines, which do much of their flying overnight.

Stephen Alterman, president of the Cargo Airline Association, said he was "dumbfounded" by the Justice Department's request.

"I have no clue what those errors are or what they are really up to," Alterman said. He said the cost estimate did not come from the cargo industry.

------

Follow Joan Lowy at http://www.twitter.com/AP--Joan--Lowy

]]>http://www.capapilots.org/faa-to-reopen-fatigue-rules-for-cargo-pilots-businessweekCall it the freight debate: Cargo pilots raise flap over rest ruleshttp://www.capapilots.org/call-it-the-freight-debate-cargo-pilots-raise-flap-over-rest-rules1Wed, 13 Jun 2012 05:00:00 GMTCAPApilots CAPApilots Cargo pilots raise flap over rest rules
> By: Burgess Everett
> June 12, 2012 10:31 PM EDT
>
> Call it the freight debate: A segment of the aviation world is divided
> over whether a pilot flying a plane filled with vacationers should be
> subject to different rest rules than a pilot carrying a bunch of
> merchandise.
>
> Legislative momentum is building to apply a one-size-fits-all pilot
> fatigue rule to commercial pilots — but it looks to be a decision
> likely to remain in the hands of the Federal Aviation Administration,
> rather than Congress. House leaders are reluctant to attach their
> names to efforts to overturn the so-called cargo carve-out to
> sweeping, new pilot fatigue rules, set to go into effect in 2014.
>
> The original pilot fatigue rule the FAA crafted, which requires
> airline pilots to have 10 hours of rest between flight duty periods
> and limits flight time to eight or nine hours during each work period,
> excluded cargo pilots.
>
> That decision befuddled the Independent Pilots Association, which
> represents UPS pilots, and Rep. Chip Cravaack (R-Minn.), a former
> aviation union official and pilot of both cargo and passenger planes.
> Cravaack says there’s no difference between flying a plane filled with
> people or boxes; therefore, there should be one aviation safety
> standard.
>
> The FAA has since indicated there are errors in its cost-benefit
> analysis that led to excluding cargo carriers and is taking a second
> look. Steve Alterman, a spokesman for the Cargo Airline Association,
> said when the FAA crafted the cargo carve-out, all it took into
> account was a cost-benefit analysis finding that “the costs so greatly
> outweigh the benefits by 10 or 15-to-1 that they just couldn’t
> justify” the rule. Alterman, whose group stands behind the carve-out,
> expects new information from the FAA within the month. The FAA —
> required to offer public updates within 60 days of the review — said a
> second look is under way but declined further comment.
>
> Last week, Sens. Olympia Snowe (R-Maine) and Barbara Boxer (D-Calif.)
> introduced legislation that would end what the two call a “loophole”
> in pilot rest rules, a sister bill to the Safe Skies Act sponsored by
> Cravaack and Rep. Tim Bishop (D-N.Y.). The House bill has garnered a
> diverse if mostly Democratic group of more than 30 co-sponsors since
> its April introduction. Though it is too early to tell whether Senate
> Commerce Committee Chairman Jay Rockefeller (D-W.Va.) will hop on
> board to move the legislation through committee, IPA public affairs
> director Brian Gaudet called the Snowe-Boxer bill a “game changer.”
>
> “We have great faith in our Senate champions but need to see how the
> act plays out in the Senate over the next few weeks,” Gaudet said,
> adding that he expects the “number of House co-sponsors to rise
> dramatically by the end of the month.”
>
> But the House bill is missing the key endorsements of the House’s
> Transportation and Infrastructure Committee’s top brass, like aviation
> subcommittee heads Reps. Tom Petri (R-Wis.) and Jerry Costello
> (D-Ill.), as well as Chairman John Mica (R-Fla.) and ranking member
> Nick Rahall (D-W.Va.). Mica has not yet offered a firm stance on the
> legislation — and Costello and Petri are content to let the FAA take
> the lead, for now.
>
> “He and I both discussed the bill and we have not co-sponsored the
> bill. And the reason that we haven’t is that we want to let it play
> out,” Costello told POLITICO of his analysis with Petri.
>
> The bill — which pits labor interests against business — doesn’t stand
> much of a chance of passing in a gridlocked legislature, Costello
> said. But he did indicate that those interested in ending the cargo
> carve-out might be pleased when the FAA completes its review.
>
> “They are going to take some action and those supportive of the House
> bill, I suspect that they will be pleased in the end,” Costello said.
> “I think the FAA will end up taking action before” Congress.
>
> However, at the time the cost-benefit review initially was announced,
> an FAA spokeswoman told POLITICO that the reason they were reviewing
> the analysis was because the cost piece figures were on the low side.
> If that still holds true, that means any potential revision would
> likely be in favor of the original conclusion that resulted in the
> carve-out.
>
> In any case, Cravaack and Bishop aren’t ceding anything to the feds,
> instead meeting privately last week with Transportation Secretary Ray
> LaHood and acting FAA Administrator Michael Huerta to talk about
> fatigue rules. Each side laid out the road ahead, but not in any
> coordinated fashion.
>
> “Cravaack and I are going to continue carrying forward with that even
> if the department in effect reaffirms the exclusion,” Bishop said of
> his legislation.
>
> Cravaack, vice chairman of the aviation subcommittee, said he was
> encouraged the Senate put out a sister bill and even intimated that
> the tenuous surface transportation conference could include his
> legislation, though that would be an extremely heavy lift. (Beyond the
> fact that the provision wasn’t included in either chamber’s
> transportation bills, anything related to aviation would reasonably be
> considered outside the scope of the conference.) Costello also threw
> cold water on that idea.
>
> The Minnesota freshman said he has also requested to see the FAA’s
> cost-benefit data that led to deciding the rules would be too onerous
> to cargo pilots — and hasn’t gotten his hands on it yet. Cravaack’s
> calls for “one level of safety” aren’t doing much to convince the
> Cargo Airline Association.
>
> “‘One level of safety’ is simply a sound bite, which doesn’t mean much
> of anything. Because all segments of the industry are slightly
> different and you can get to that level differently,” Alterman said,
> explaining that cargo pilots generally fly fewer hours than passenger
> pilots to begin with. At big carriers like FedEx and UPS, the pilots
> have access to “hotel-like” sleeping facilities, Alterman added, and
> smaller carriers have access to some form of rest areas, too.
>
> Alterman also boasted of the cargo airline industry’s sterling record,
> saying the National Transportation Safety Board has only attributed
> two accidents or incidents in the past 30 years to fatigue.
>
> “The bottom line is in the last 10 years, we’ve flown over 8 million
> operations in the industry with absolutely no fatigue-related
> incidents. None. And so I understand what the unions are saying,” he
> said. “I understand what their argument is. I just don’t think that
> there’s any need to change the rules for our guys. We simply operate
> differently.”
>
> But to the UPS pilots, the carve-out is a “bad idea,” plain and
> simple, Gaudet said. And to continue the full-court press, which has
> already included a thank-you advertisement for Snowe and Boxer in
> Capitol Hill newspapers, the IPA is planning to swarm the Hill next
> Thursday with pilots meeting with 60 targeted lawmakers about ending
> the cargo exemption.
>
> Kathryn A. Wolfe contributed to this report.
>
>
]]>http://www.capapilots.org/call-it-the-freight-debate-cargo-pilots-raise-flap-over-rest-rules1Call it the freight debate: Cargo pilots raise flap over rest ruleshttp://www.capapilots.org/call-it-the-freight-debate-cargo-pilots-raise-flap-over-rest-rulesWed, 13 Jun 2012 05:00:00 GMTCAPApilotsCAPApilots

Cargo pilots raise flap over rest rules
> By: Burgess Everett
> June 12, 2012 10:31 PM EDT
>
> Call it the freight debate: A segment of the aviation world is divided
> over whether a pilot flying a plane filled with vacationers should be
> subject to different rest rules than a pilot carrying a bunch of
> merchandise.
>
> Legislative momentum is building to apply a one-size-fits-all pilot
> fatigue rule to commercial pilots — but it looks to be a decision
> likely to remain in the hands of the Federal Aviation Administration,
> rather than Congress. House leaders are reluctant to attach their
> names to efforts to overturn the so-called cargo carve-out to
> sweeping, new pilot fatigue rules, set to go into effect in 2014.
>
> The original pilot fatigue rule the FAA crafted, which requires
> airline pilots to have 10 hours of rest between flight duty periods
> and limits flight time to eight or nine hours during each work period,
> excluded cargo pilots.
>
> That decision befuddled the Independent Pilots Association, which
> represents UPS pilots, and Rep. Chip Cravaack (R-Minn.), a former
> aviation union official and pilot of both cargo and passenger planes.
> Cravaack says there’s no difference between flying a plane filled with
> people or boxes; therefore, there should be one aviation safety
> standard.
>
> The FAA has since indicated there are errors in its cost-benefit
> analysis that led to excluding cargo carriers and is taking a second
> look. Steve Alterman, a spokesman for the Cargo Airline Association,
> said when the FAA crafted the cargo carve-out, all it took into
> account was a cost-benefit analysis finding that “the costs so greatly
> outweigh the benefits by 10 or 15-to-1 that they just couldn’t
> justify” the rule. Alterman, whose group stands behind the carve-out,
> expects new information from the FAA within the month. The FAA —
> required to offer public updates within 60 days of the review — said a
> second look is under way but declined further comment.
>
> Last week, Sens. Olympia Snowe (R-Maine) and Barbara Boxer (D-Calif.)
> introduced legislation that would end what the two call a “loophole”
> in pilot rest rules, a sister bill to the Safe Skies Act sponsored by
> Cravaack and Rep. Tim Bishop (D-N.Y.). The House bill has garnered a
> diverse if mostly Democratic group of more than 30 co-sponsors since
> its April introduction. Though it is too early to tell whether Senate
> Commerce Committee Chairman Jay Rockefeller (D-W.Va.) will hop on
> board to move the legislation through committee, IPA public affairs
> director Brian Gaudet called the Snowe-Boxer bill a “game changer.”
>
> “We have great faith in our Senate champions but need to see how the
> act plays out in the Senate over the next few weeks,” Gaudet said,
> adding that he expects the “number of House co-sponsors to rise
> dramatically by the end of the month.”
>
> But the House bill is missing the key endorsements of the House’s
> Transportation and Infrastructure Committee’s top brass, like aviation
> subcommittee heads Reps. Tom Petri (R-Wis.) and Jerry Costello
> (D-Ill.), as well as Chairman John Mica (R-Fla.) and ranking member
> Nick Rahall (D-W.Va.). Mica has not yet offered a firm stance on the
> legislation — and Costello and Petri are content to let the FAA take
> the lead, for now.
>
> “He and I both discussed the bill and we have not co-sponsored the
> bill. And the reason that we haven’t is that we want to let it play
> out,” Costello told POLITICO of his analysis with Petri.
>
> The bill — which pits labor interests against business — doesn’t stand
> much of a chance of passing in a gridlocked legislature, Costello
> said. But he did indicate that those interested in ending the cargo
> carve-out might be pleased when the FAA completes its review.
>
> “They are going to take some action and those supportive of the House
> bill, I suspect that they will be pleased in the end,” Costello said.
> “I think the FAA will end up taking action before” Congress.
>
> However, at the time the cost-benefit review initially was announced,
> an FAA spokeswoman told POLITICO that the reason they were reviewing
> the analysis was because the cost piece figures were on the low side.
> If that still holds true, that means any potential revision would
> likely be in favor of the original conclusion that resulted in the
> carve-out.
>
> In any case, Cravaack and Bishop aren’t ceding anything to the feds,
> instead meeting privately last week with Transportation Secretary Ray
> LaHood and acting FAA Administrator Michael Huerta to talk about
> fatigue rules. Each side laid out the road ahead, but not in any
> coordinated fashion.
>
> “Cravaack and I are going to continue carrying forward with that even
> if the department in effect reaffirms the exclusion,” Bishop said of
> his legislation.
>
> Cravaack, vice chairman of the aviation subcommittee, said he was
> encouraged the Senate put out a sister bill and even intimated that
> the tenuous surface transportation conference could include his
> legislation, though that would be an extremely heavy lift. (Beyond the
> fact that the provision wasn’t included in either chamber’s
> transportation bills, anything related to aviation would reasonably be
> considered outside the scope of the conference.) Costello also threw
> cold water on that idea.
>
> The Minnesota freshman said he has also requested to see the FAA’s
> cost-benefit data that led to deciding the rules would be too onerous
> to cargo pilots — and hasn’t gotten his hands on it yet. Cravaack’s
> calls for “one level of safety” aren’t doing much to convince the
> Cargo Airline Association.
>
> “‘One level of safety’ is simply a sound bite, which doesn’t mean much
> of anything. Because all segments of the industry are slightly
> different and you can get to that level differently,” Alterman said,
> explaining that cargo pilots generally fly fewer hours than passenger
> pilots to begin with. At big carriers like FedEx and UPS, the pilots
> have access to “hotel-like” sleeping facilities, Alterman added, and
> smaller carriers have access to some form of rest areas, too.
>
> Alterman also boasted of the cargo airline industry’s sterling record,
> saying the National Transportation Safety Board has only attributed
> two accidents or incidents in the past 30 years to fatigue.
>
> “The bottom line is in the last 10 years, we’ve flown over 8 million
> operations in the industry with absolutely no fatigue-related
> incidents. None. And so I understand what the unions are saying,” he
> said. “I understand what their argument is. I just don’t think that
> there’s any need to change the rules for our guys. We simply operate
> differently.”
>
> But to the UPS pilots, the carve-out is a “bad idea,” plain and
> simple, Gaudet said. And to continue the full-court press, which has
> already included a thank-you advertisement for Snowe and Boxer in
> Capitol Hill newspapers, the IPA is planning to swarm the Hill next
> Thursday with pilots meeting with 60 targeted lawmakers about ending
> the cargo exemption.
>
> Kathryn A. Wolfe contributed to this report.
>
>

]]>http://www.capapilots.org/call-it-the-freight-debate-cargo-pilots-raise-flap-over-rest-rulesCravaack introduces, House unanimously agrees to FFDO amendmenthttp://www.capapilots.org/cravaack-introduces-house-unanimously-agrees-to-ffdo-amendmentSat, 09 Jun 2012 05:00:00 GMTCAPApilotsCAPApilots
Cravaack Passes Amendment to Improve U.S. Aviation Security in Opposition to Obama's Planned Disarming of Federal Flight Deck Officers
WASHINGTON, June 7 -- Rep. Chip Cravaack, R-Minn. (8th CD), issued the following news release:
Last evening, the House unanimously agreed to the amendment offered by U.S. Representative Chip Cravaack (MN) to the Department of Homeland Security Appropriations Act of 2013, which would increase funding for the Federal Flight Deck Officer (FFDO) program. Importantly, the amendment is fully offset and will not cost taxpayers any additional money.
The Cravaack amendment increases current FFDO funding by $10 million to $35.5 million, while reducing the Transportation Security Administration (TSA) Screeners Payroll, Benefits, and Compensation account by $5 million and the Screening Maintenance Account by $5 million.
"9/11 woke us up to the reality that we live in a dangerous world. With varied and ever-emerging threats, every effort should be made to make air travel as safe as possible. As a former FFDO, I can personally attest the sacrifices and expenses these pilots voluntarily undergo for the privilege to participate in the program and the honor to defend our country from terrorist attack," said Rep. Cravaack. "The FFDO program is the most cost-effective means to making air travel safe for Americans. Contrary to Homeland Security Secretary Napolitano's flawed logic, the last line of defense on an aircraft is not the secured cockpit door, but the armed pilot behind it," he added.
Watch video: http://cravaack.house.gov/press-releases/cravaack-passes-amendment-to-improve-us-aviation-security-in-opposition-to-obamas-planned-disarming-of-federal-flight-deck-officers/
Earlier this year, President Obama's planned disarming of FFDO pilots was made public. Specifically, the Obama Administration proposed halving the program from $25.5 million to $12.5 million, effectively shutting it down. At this level of funding, the FFDO program would be unable to re-certify all of the pilots in the program, maintain its current management structure, and train any additional officers.
According to estimates by the Air Line Pilots Association, FFDO's only cost $15 per flight segment. Currently, FFDO's defend over 100,000 flight segments per month and 1.5 million flight segments per year. Thousands of FFDO's have been certified through the program, despite a budget that hasn't grown since the program's inception.]]>http://www.capapilots.org/cravaack-introduces-house-unanimously-agrees-to-ffdo-amendmentCravaack Passes Amendment to Improve U.S. Aviation SecuritySat, 09 Jun 2012 05:00:00 GMTCAPApilotsCAPApilotsLocal Blog covers Boxer/ Snowe bill in UPS hub Cityhttp://www.capapilots.org/local-blog-covers-boxer-snowe-bill-in-ups-hub-cityTue, 05 Jun 2012 05:00:00 GMTCyndy TandyCyndy Tandyhttp://louisvilleky.com/2012/06/ups-pilots-get-support-from-senator-boxer-and-snowe-with-safe-skies-act-released-today/

From louisvilleky.com:
In a major move on Capitol Hill today, Senators Boxer and Snowe introduced a Bill to the floor ensuring safe and rested skies above us.

Our UPS pilots have long battled the cargo carve out ( or as we call it the exemption from flight fatigue rules).

*Read my former post on the subject here

Last December, the FAA enacted a Flight Time and Duty Time rest and fatigue schedule for all commercial passenger pilots. Even though the Cargo Pilots (UPS, FEDEX, APA etc., ) all use the exact same airports, taxiways, runways and skyways as we (passenger planes) do.

The FAA said that in their referencing the "econometric model" of cost effcetiveness, that the "socio-economic impact was far greater with passenger planes and fatigue than cargo, therefore cargo would not be included in the new rules."

Let me speak plainly here: A UPS pilots life is worth far less than a Delta pilots and all of his passengers lives.

That said, UPS and Delta, et al passenger airlines all use the same airports from start to finish. So on takeoff, taxi and landing , that really tired cargo pilot coming in from Taiwan or China is behind you and your pals on your Florida plane. Yup, one wrong move and Wham-o, crash by a tired "cargo-pilot" into your well rested Delta pilot.

On May 30th ( last week) there was a cargo plane hit passenger plane on the runway @ O'Hare airport. Now, no one was hurt, and no fatigue was involved, but what if? Are you willing to take that chance?
I Bet not.
(Details here: http://www.capapilots.org/capa-president-kuwitzky-responds-to-the-ohare-collision-30-may-2012)

That scenario making no sense, a few great Senators like Cravaack, Bishop and Snowe and Boxer have set out to dispel the passenger only safety, and include cargo carriers in the Safe Skies Act of 2012.

You can read the latest press release here about the safe Skies act that came out today: Boxer Safe Skies Release

Senator Boxer said, “This bipartisan legislation will help ensure that pilots of cargo planes are well-rested before they get in the cockpit. I am pleased to join so many of our nation’s passenger and cargo plane pilots who have come together to support this important safety bill.”

“As research from the Federal Aviation Administration’s Aviation Rulemaking Committee clearly shows, it is vital that pilots have time to sleep and recuperate before returning to flight,” said Senator Snowe. “The FAA rules that prohibit pilots of passenger flights from flying while fatigued that are scheduled to go into effect in 2014 must also be extended to cover cargo plane pilots. I am pleased to join with Senator Boxer in introducing this bipartisan legislation so we can continue to ensure and improve safety in our skies.”

In 2009, Senators Boxer and Snowe introduced S. 1284, the Ensuring One Level of Aviation Safety Act, which was passed as part of H.R. 5900, the Airline Safety and Federal Aviation Administration Extension Act. Based on this legislation, the Department of Transportation recently issued a rule to address pilot fatigue issues. The rule, which will prohibit pilots of passenger planes from flying while fatigued, is scheduled to go into effect in January of 2014. Under the rule, pilots of passenger planes will be limited to flying eight or nine hours, depending on the start time. Minimum rest periods will be 10 hours, with the opportunity for eight hours of uninterrupted sleep.

However, as it currently stands, pilots of cargo planes would be exempt from this new rule. This exemption allows cargo pilots to be on duty for up to 16 hours in a given day. The new Boxer-Snowe legislation would close this loophole and ensure that all pilots are flying under the same standards.

The Airline Pilots Association (ALPA), the Independent Pilots Association (IPA) and the Coalition of Airline Pilots Associations all support the Boxer-Snowe bill. Similar legislation has been introduced in the House by Representatives Chip Cravaack (R-MN) and Timothy H. Bishop (D-NY).

Boxer, Snowe Introduce Bill to Address Pilot Fatigue New Legislation Would Close Loophole to Ensure That Cargo Pilots Get Sufficient Rest Before They Fly
Washington, D.C. – U.S. Senators Barbara Boxer (D-CA) and Olympia J. Snowe (R-ME) today introduced the Safe Skies Act, legislation designed to ensure that America’s cargo plane pilots are sufficiently rested before they fly.

Senator Boxer said, “This bipartisan legislation will help ensure that pilots of cargo planes are well-rested before they get in the cockpit. I am pleased to join so many of our nation’s passenger and cargo plane pilots who have come together to support this important safety bill.”

“As research from the Federal Aviation Administration’s Aviation Rulemaking Committee clearly shows, it is vital that pilots have time to sleep and recuperate before returning to flight,” said Senator Snowe. “The FAA rules that prohibit pilots of passenger flights from flying while fatigued that are scheduled to go into effect in 2014 must also be extended to cover cargo plane pilots. I am pleased to join with Senator Boxer in introducing this bipartisan legislation so we can continue to ensure and improve safety in our skies.”

In 2009, Senators Boxer and Snowe introduced S. 1284, the Ensuring One Level of Aviation Safety Act, which was passed as part of H.R. 5900, the Airline Safety and Federal Aviation Administration Extension Act. Based on this legislation, the Department of Transportation recently issued a rule to address pilot fatigue issues. The rule, which will prohibit pilots of passenger planes from flying while fatigued, is scheduled to go into effect in January of 2014. Under the rule, pilots of passenger planes will be limited to flying eight or nine hours, depending on the start time. Minimum rest periods will be 10 hours, with the opportunity for eight hours of uninterrupted sleep.

However, as it currently stands, pilots of cargo planes would be exempt from this new rule. This exemption allows cargo pilots to be on duty for up to 16 hours in a given day. The new Boxer-Snowe legislation would close this loophole and ensure that all pilots are flying under the same standards.

The Airline Pilots Association (ALPA), the Independent Pilots Association (IPA) and the Coalition of Airline Pilots Associations all support the Boxer-Snowe bill. Similar legislation has been introduced in the House by Representatives Chip Cravaack (R-MN) and Timothy H. Bishop (D-NY).

###

]]>http://www.capapilots.org/boxer-snowe-introduce-bill-to-address-pilot-fatigue-new-legislation-would-close-loopholeCAPA president responds to the O'Hare collision 30 May 2012http://www.capapilots.org/capa-president-responds-to-the-ohare-collision-30-may-2012Thu, 31 May 2012 05:00:00 GMTCAPpilotsCAPpilotsThe Coalition of Airline Pilots Associations (CAPA) President Kuwitzky responds to the
O’Hare cargo vs. passenger aircraft incident on 30 May 2012;

"Yesterday’s ground collision between an EVA Air Cargo airliner and an American Eagle regional passenger jet at Chicago's O' Hare International Airport, emphasize yet again, why there should be "one level of safety" for all airlines operating within the United States; not two that the FAA has created in the new flight and duty time rules for pilots.

CAPA has long sought, and advocated "One Level of Safety" for all airlines. Yesterday’s accident is yet another reminder of the tragic consequences at stake when cargo and passenger jet aircraft operate together in our crowded skies and airports.

Had the EVA cargo pilots been fatigued after a long flight prior to arriving early morning in Chicago, the errors could have been numerous and more severe.

Having separate rules for Cargo and Passenger airlines when they operate at all hours of the day and night in close proximity to each other, inflight and on the ground, is a recipe for disaster when each are operating under differing safety rules. The O’Hare incident had the potential to be much worse, and those involved were lucky.

We should not wait until there is another accident to make the necessary changes to our airline safety system to ensure "One Level of Safety" for all operators."

CAPA includes the pilots of American Airlines, Southwest, USAirways, UPS and a number of smaller cargo and passenger airlines. CAPA is a trade association dedicated to working to improve the safety of the flying public and enhancing the piloting profession.

CAPA strongly supports the concept of “One Level of Safety” for all commercial airlines both passenger and cargo. As you know, recently the FAA proposed new flight time/duty time rules to enhance safety through reducing pilot fatigue. CAPA strongly supports that effort but unfortunately, the new FAA rules apply only to passenger and not cargo airlines.
CAPA believes this is a serious error which might lead to a degradation of safety

"Yesterday’s ground collision between an EVA Air Cargo airliner and an American Eagle regional passenger jet at Chicago's O' Hare International Airport, emphasize yet again, why there should be "one level of safety" for all airlines operating within the United States; not two that the FAA has created in the new flight and duty time rules for pilots.

CAPA has long sought, and advocated "One Level of Safety" for all airlines. Yesterday’s accident is yet another reminder of the tragic consequences at stake when cargo and passenger jet aircraft operate together in our crowded skies and airports.

Had the EVA cargo pilots been fatigued after a long flight prior to arriving early morning in Chicago, the errors could have been numerous and more severe.

Having separate rules for Cargo and Passenger airlines when they operate at all hours of the day and night in close proximity to each other, inflight and on the ground, is a recipe for disaster when each are operating under differing safety rules. The O’Hare incident had the potential to be much worse, and those involved were lucky.

We should not wait until there is another accident to make the necessary changes to our airline safety system to ensure "One Level of Safety" for all operators."

CAPA includes the pilots of American Airlines, Southwest, USAirways, UPS and a number of smaller cargo and passenger airlines. CAPA is a trade association dedicated to working to improve the safety of the flying public and enhancing the piloting profession.

CAPA strongly supports the concept of “One Level of Safety” for all commercial airlines both passenger and cargo. As you know, recently the FAA proposed new flight time/duty time rules to enhance safety through reducing pilot fatigue. CAPA strongly supports that effort but unfortunately, the new FAA rules apply only to passenger and not cargo airlines.
CAPA believes this is a serious error which might lead to a degradation of safety.

..
The U.S. Federal Aviation Administration is reviewing its decision to
exclude cargo airlines from pilot rest rules after disclosing
yesterday it made errors in calculations supporting the exemption.

Responding to a lawsuit by United Parcel Service Inc. (UPS) pilots to
overturn the exemption, government lawyers in a court filing said they
discovered the FAA made mistakes in how it calculated the costs and
benefits of the new fatigue rule.

"This is the type of relief we asked the court to provide," William
Trent, a lawyer for the Independent Pilots Association, said in an
e-mail release. "A flawed cost-benefit formula, issued at the last
minute, without opportunity for public comment and examination, was at
the core of our legal objections to the FAA's exclusion of cargo
pilots from new science-based pilot rest rules."

The FAA in December created new restrictions on the hours passenger
airline pilots can fly in an attempt to reduce fatigue. The
regulations for the first time take into account the time of day and
number of takeoffs and landings, both of which can exacerbate fatigue,
that pilots work.

A law passed in 2010 ordered the FAA to revamp decades-old pilot work
rules after fatigue issues surfaced in the Feb. 12, 2009, crash near
Buffalo, involving a plane operated by Pinnacle Airlines Corp.
(PNCLQ)'s Colgan Air. The crash killed 50 people.

While the law didn't differentiate between passenger or cargo pilots,
the FAA concluded the benefits of improving pilot safety at cargo
carriers weren't worth the costs.

"These errors are of sufficient amount that the FAA believes that it
is prudent to review the portion of its cost- benefit analysis related
to all-cargo operations and allow interested parties an opportunity to
comment on that analysis," the government said in the filing.

UPS Pilot Court Challenge; FAA Admits to “Errors,” Agrees to Take New Look at CargoPilot Exclusion from Rest Rules

WASHINGTON, May 18, 2012 – Last night in a surprise, move the FAA admitted that it “discovered errors” during the course of preparing its court papers.The FAA now says it is ready to provide the relief requested by the Independent Pilots Association (UPS pilots union), and will take another look at whether cargo pilots should be excluded from new rest rules published in December.

The FAA filed a motion asking the Court for “an order holding this appeal in abeyance and remanding the record to the FAA to permit correction of newly discovered errors in the administrative record supporting the regulation at issue in this case as it pertains to all-cargo flight operations.”
The FAA said it “discovered errors in calculating the scope of costs associated with the implementation of the regulations (rest rules) for all cargo operations.”

As a result, the Agency proposes to “reopen the record by issuing a supplemental regulatory evaluation strictly limited to the application of the new regulations to all-cargo operations.”The FAA action, subject to court approval, would occur on an “expedited” basis and be subject to continued court supervision.
“In the context of our lawsuit, the FAA is now willing to allow for an open and public examination of the costs and benefits of having one level of aviation safety,” said IPA President Robert Travis.“The IPA welcomes this development.”

“This is the type of relief we asked the court to provide in our brief filed in April,” said IPA General Counsel William Trent of the UPS pilots union.“A flawed cost-benefit formula, issued at the last minute, without opportunity for public comment and examination, was at the core of our legal objections to the FAA’s exclusion of cargo pilots from new science-based pilot rest rules,” he added.The new regulations will continue in force with respect to passenger operations, as those regulations become effective in January 2014.

“Make no mistake, this is not a final victory,” said Travis.“However, getting the FAA to reconsider this critical safety issue under the bright light of full public scrutiny and accountability is an important first step.”
A pdf of the FAA’s Motion is attached.To view the motion and other materials related to IPA v. FAA, Cargo Airlines Association (USCA Case #11-1483), go to:ipapilot.org/ipavfaa.asp

The Coalition of Airline Pilots Associations (CAPA) appreciates the opportunity to comment on the "Pilot Certification and Qualification Requirements for Air Carrier Operations" Notice of Proposed Rulemaking and respectfully submits its comments on this letter.

The officers and pilot members of CAPA are all currently qualified Captains and First Officers flying the line in todays challenging airline system and industry. Flight simulator instructors, and FAA Check Airmen at our member airlines offer a unique and unequaled perspective of the requirements, abilities, and training necessary to act as Pilot-in-Command (PIC) or Second-in-Command (SIC) in US airline operations. CAPA is committed to addressing the regulatory issues affecting the crewmember – and the safety of the flying public.

Background:

Historically, US airlines operating complex high-performance aircraft could choose from a highly experienced applicant pool and require thousands of hours of flying time well in excess of the current Airline Transport Pilot (ATP) requirements. Over the years the experience levels of new-hire pilots in transport category aircraft has diminished substantially, especially at the regional

airline level. Flying for commercial regional passenger airlines is now an entry-level position for many pilots, yet many of our nations citizens have been placed unwittingly and unknowingly into
a system with lower levels of proficiency and reduced safety standards resulting from a flawed economic model employed by many airlines and their regional code share partners.

Traditionally, airline pilot positions were highly coveted careers and a well regarded profession. When compensation and benefits in the industry were dramatically reduced, the experience level of the pilot applicant pool was similarly diminished. Lack of incentives and career progression, have kept experienced furloughed pilots from returning to the profession and has prompted many experienced airline pilots to leave altogether, seeking more promising and long lasting career paths. Additionally, experienced military pilots, another historical source of qualified and highly skilled pilots are choosing to either stay in the military or seek other avenues of employment.

The recent trend in outsourcing airline flying to regional affiliates has become a key component of the major airlines’ business model. The regional airlines compete against each other for routes offered by the major airlines by “bidding” against one another on a cost per route basis. As a result, there are strong incentives to push for lower and lower labor and maintenance costs, to include experience and pilot proficiency. This business practice essentially outsources highly qualified, highly experienced pilot jobs to pilots with extremely limited experience just entering the industry, which compromises the safety of the flying public.

The proliferation of regional airline affiliates and their need to hire pilot labor at the lowest cost has set in motion a “race to the bottom”, the bottom of the experience pool. Current regulations permit an 18-year-old pilot with only 250 hours of total flight time experience to fly as Second in Command (SIC) of our nation’s commercial airliners. A pilot with so little experience and qualifications is ill prepared to serve as a First Officer/SIC piloting a highly complex aircraft in a congested Air Traffic Control System. Placing an inexperienced pilot in a SIC position adversely effects safety and increases the already high demands on the PIC to monitor inexperienced First Officer performance.

The reality is, the business practices and models of many of our nation’s carriers have reduced the career expectations of entry-level pilots to a standard that will not allow a pilot to support a family. This new economic reality is what is driving many qualified pilots out of the job market. The perception by some industry stakeholders that there is a shortage of pilots is not at all accurate. There is, however, a very real shortage of pilots who are willing to work at the compensation and benefit level existing today at our regional airlines. With that in mind the regional carriers are forced to compete in a difficult pilot availability environment, victims of their own induced, perceived pilot shortage. This problem will rectify itself when a firm experience level and standard are set defining minimum qualifications. This system can and will right itself when the standard is set.

The current FAA requirement for airman to possess an Airline Transport Pilot license (ATP) would provide a standard level of experience that would greatly enhance the quality of airmen in the cockpits of FAA part 121 air carriers. Incorporated in the ATP are specific experience requirements that, when met, give airmen “real-world” training unable to be replicated in a classroom environment. With specific requirements of cross-country, instrument, and night experience, airmen must successfully attain that experience within the aviation system itself, a highly challenging benchmark with high intrinsic value in its educational potential. No airline or school can replicate the experience gained in pursuit of the 1500 hours required for an ATP. Through this de facto “apprentice” program, successful pilots gain the foundational skills they
can then apply to the advanced training for the ATP and airline training program yet to come. As we have said many times before, “the current ATP and its requisite requirements including its quantity of flight hours possess a standard of quality all their own, tested and proven over time.”

Any reduction of the current 1500 hour minimum requirement by allowing “credit” for attendance at a school or by a reduced number of military hours, has two undesirable effects. First, there is no empirical evidence that a graduate of a school or military program has better experience or skill than an airman who has not. Secondly, many if not most potential airline pilots cannot afford the extraordinarily high cost of specialized aviation institutions. It is inherently unfair that an applicant with the resources can “purchase” the qualification, what reducing the hour requirement amounts to, without actually having had to gain the flying experience.

Now, in response to Congressional mandate, we are discussing increasing the qualifications necessary for pilots serving in a SIC/First Officer capacity. CAPA applauds the direction that the FAA is moving by increasing the requirements to serve as SIC well above what is currently in place, in an effort to increase proficiency and safety. CAPA, however, strongly believes that the requisite certification and flight time experience necessary to serve as SIC pilot are present in the current ATP certificate including its' component parts. Consequently, our support for the current ATP certificate, its' requisite components and 1500 minimum flight hours, are the minimum requirements possible to serve as a First Officer/SIC on part 121 operations and possess an undeniable basic level of safety and operational proficiency. The current ATP is a well-proven system that is designed to build and polish a pilot capable of the demanding needs in today's challenging airline flight operations environment. We strongly support the requirements recently introduced with this proposed rule to include advanced ground instruction on subjects related to performance in today's national airspace system and high altitude flight environment, and advanced aircraft systems.

In conclusion, there is a startling omission from the final ARC report not contained within the new proposed rule, that of its applicability. Critics of this rule say that it will require them to lay off or somehow remove pilots, currently flying and not meeting these new standards. These same critics say it will create undue hardships on those attempting to enter the industry and create a deeper pilot shortage. CAPA strongly disagrees. Those currently serving as First Officer/SIC in the industry will attain the requisite hours necessary well before the August 2013 proposed implementation date, given current monthly flight time performance at their respective airline employer. Additionally, those planning their apprenticeships to account for the required changes will have sufficient time to do so and allow for other means and alternatives to complete their studies prior to the deadline and implementation. These critics are merely trying to create controversy where there is none, this issue of applicability and other similar issues were discussed by the ARC participants, and the overwhelming recommendation was that these new rules be only applicable to those entering the industry/profession after the date of enactment. Those pilots already working for FAA certificated 121 air carriers were in a sense to be "Grand Fathered" from the provisions of this new rule. CAPA supports such a move, as there is absolutely no "down side" to doing so. We ask the FAA to amend its applicability of this rule in the final publication.

Supporting Points:

· Every US Major airline requires new-hire pilot flight experience in excess than the requirements of the Airline Transport Pilot (ATP) certification; regional airlines do not.

· “One Level of Safety” dictates the same experience levels throughout the air transportation system.

· Over 50% of US domestic flights are operated by Regional Air Carriers.

· Regional airlines fly at the same speeds and same altitudes as the major airlines.

· Cockpits of regional aircraft are now just as complex and sophisticated as the cockpits of the aircraft operated by the major airlines.

· Four of the last five fatal airline accidents have involved regional carriers.

· The accident rate among FAA-rated Commercial pilots without an Airline Transport Pilot (ATP) certificate is over (3) three times greater than pilots who possess an ATP.

· Airmanship skills are not taught just through good training; they are developed and honed over time through actual flight experience.

· Allowing a potential airline pilot to shortcut the process by “purchasing” the experience from a school (reducing the number of hours required for the ATP) instead of performing the flying is unfair to those that don’t have the financial means to do so.

· Flying aircraft of any size develops airmanship skills. For example, a pilot flying small single engine aircraft at low speeds and altitudes, over time develops excellent airmanship skills, “stick and rudder”. For the same pilot learning the systems and procedures for transition into sophisticated aircraft is confidently made since there is a well-established foundation of flying skills. This concept of progression is well defined in the FAA approved Advanced Qualification Programs (AQP Training Programs) used throughout the major airlines. Under AQP, pilots entering a new or different type aircraft are tested in flying skills and maneuvers utilizing the new aircraft. Only after flying skills and maneuvers are successfully demonstrated, is a pilot then trained for utilizing the automation relative to the operation of the aircraft. In summary, a pilot that has developed excellent flying skills is prepared to easily transition into automated aircraft.

· Judgment is not developed through good training, like airmanship skills, it is practiced and enhanced over time.

· Knowledge is transferable through training.

· Experience is not transferable.

The following comments are in response to the questions in the NPRM FAA-2010-0100:
A. ATP Certificate for All Pilots Operating Under Part 121.

(1) Is a minimum of 1,500 hours adequate in order to receive an unrestricted ATP certificate? Why or why not?

CAPA believes and supports the Airline Transport Pilot (ATP) certificate as the minimum certification level for all flight crew members operating under Part 121. There is no substitute for experience. The only way to gain flight experience as measured in flight hours is to actually fly an aircraft. The various requirements of the ATP certificate include not only total flight hours, but cross-country, night and instrument flight hours. These baseline requirements form the foundation for continued professional development and safe operations. Many different types of aircraft and flight operations can be utilized to accomplish the first 1500 flight hours, and the various subpart requirements for the ATP. All are valuable because they provide flight hour experience.

There are several important pieces to the puzzle in forming a competent and safe professional aviator. These include academic preparation, quality flight training and flight hour experience. All are needed for the safe piloting of today's complex, high-speed aircraft through a congested, multi-faceted air traffic control network in difficult weather environments. Mainline air carriers require the ATP for employment and "One Level of Safety" dictates that all air carriers, regional or otherwise, should require the ATP as well.

The 1500 flight hour requirement of the ATP requires develops a mature, experienced, professional aviator who has the foundation to exercise sound judgment. These are fundamental requirements for the safe transportation of tens or even hundreds of passengers. The 1500 hour minimum requirement develops better airmanship skills that cannot be taught in a classroom or experienced in a simulator. The responsibility of safe passage for our nations traveling public through the complex congested air traffic control system in challenging atmospheric conditions should not be charged to a pilot with so little flight time and experience.

(2)As a result of the new ATP requirement for pilots in part 121 operations, what will be the impact on pilot supply for part 121 operations? For part 135 operations? For part 141 pilot schools? For part 142 training centers?

The issue of supply is best addressed by the operators (airlines) themselves developing and maintaining rewarding and livable career paths that make possible the growth and development of a large cadre of skilled and competent professional aviators. Although not directly a part of this rule or ARC scope is entirely relevant to the long term solution to the declining profession overall.

B. Aeronautical Experience Requirement in the Class of Airplane for the ATP Certificate Sought.

(3) Is 50 hours in class of airplane too high, too low, or adequate in order to receive an ATP certificate with airplane category multiengine class rating?

Yes. The qualifications and experience addressed in this NPRM relate to First Officers. This requirement is adequate for First Officer qualifications.

C. Aircraft Type Rating for All Pilots Operating Under Part 121.

(4) Should SICs in part 121 air carrier operations be required to hold an aircraft type rating? Why or why not?

Yes. Development of a Second-in-Command type rating is a positive step towards First Officer proficiency and overall skill. The training methodology under Advanced Qualifications Program (AQP) stresses a crew concept approach to problem solving. This training relies heavily on the use of Crew Resource Management (CRM) and Threat and Error management (TEM) skills, both of which are integral parts of advanced crew training. The proposed requirement for the SIC to hold a type rating would provide the in-depth knowledge required to effectively deal with emergency and abnormal situations as an equal partner to the Pilot in Command (PIC). Today, flying tasks have moved away from one based on seat specific maneuvers to one that stresses Pilot Monitoring (PM) or Pilot Flying Skills (PF). To that end the new type rating requirements represents a significant advancement in crew training. This would be no increase in cost over what is already required as all pilots still are required to take proficiency checks on a regular basis. The only change would be in maneuvers required and performance standards.

(5) Should all SICs be required to hold an aircraft type rating if the aircraft currently requires a type rating for the PIC, regardless of the rule part the aircraft is operated under (e.g., part 91, 125, or 135)? Why or why not?

(6) Should pilot wanting to obtain an ATP certificate with airplane category multiengine class rating or type rating be required to take an additional training course prior to taking the knowledge test? Why or why not?

Yes. The additional training outlined by the new rule to encompass high altitude aerodynamics and aircraft performance and weather among others is a welcome advancement to enable competency in todays highly challenging flight environments. This additional training would serve as an excellent and effective way to expose crews to training concepts that may not be readily apparent or easily grasped through use of a multiple choice exams or similar methods.

(7) If academic training is required in an ATP certification training course, what topics are appropriate? How many hours are appropriate for such a course
Yes. (see above for background and rationale).

(8) Should an ATP certification training course include non-type specific FSTD training on concepts that are generally universal to transport category aircraft? Why or why not?

Yes. Aircraft performance, high altitude flight environments to include weather and flight planning are universal across the transport category spectrum.

(9) If FSTD training is required, what level of FSTD is appropriate? How many hours are appropriate?

FSTD beyond what is currently allowed is unnecessary. Should FSTD training be part of a training course within current ATP requirements, that training should focus on operations in instrument weather conditions and instrument approaches. Additionally, high altitude operations would prove important.

(10) Based on the proposed content of the ATP Certification Training Program, what changes or reductions could be made to a part 121 air carrier training program?

No. There should be no reduction in time or subject-matter content for training to operate increasingly complex transport category aircraft. Safety and proficiency cannot be improved or enhanced by reducing training or completion standards.

(11) The FAA assumes parts 121, 135, 141, and 142 certificate holders will be able to provide the ATP Certification Training Program. What factors would these certificate holders principally consider in determining whether or not to offer the course?

All certificate holders should be required to comply with all time and subject matter content for all pilots in accordance within their operational specifications. We do not support a reduction in classroom, simulator or aircraft training time or content. Training performed for all pilots should be subject the current standard that all initial issuance’s be monitored or observed, if not entirely conducted by actual FAA inspectors and not designees.

E. ATP Certificate with Restricted Privileges based on Academic and Military Training

(12) Should the FAA offer an ATP certificate with restricted privileges for pilots with fewer than 1,500 flight hours based on academic training and/or experience? Why or why not? If so, how many hours would be appropriate? Should anyone other than military pilots or graduates of 4-year colleges and universities with aviation-related degrees and commercial pilot certificates with instrument ratings obtained from an affiliated part 141 pilot school be eligible? Why or why not?

No. There is no substitute for flight hour experience. The baseline requirements of the ATP form the foundation for continued professional development and safe operations. Embedded in the ATP requirements is 1500 flight hours. Many different types of aircraft can be flown to accomplish the first 1500 flight hours and the various subpart requirements for the ATP. All are valuable because they provide valuable flight experience. Reducing the 1500 hour requirement reduces the overall total experience necessary to serve as a First Officer. Every pilot has better and broader experience with more, not less flight hour experience.

(13) Should military pilots be allowed to receive an ATP certificate with restricted privileges? Why or why not? If so, is the proposed 750 hours too high, or too low, or adequate?

No. There is no substitute for flight hour experience. The baseline requirements of the ATP form the foundation for continued professional development and safe operations. Embedded in the ATP requirements is 1500 flight hours. Many different types of aircraft can be flown to accomplish the first 1500 flight hours and the various subpart requirements for the ATP. All are valuable because they provide flight hour experience. Reducing the 1500 hour requirement reduces the overall total experience necessary to serve as a First Officer. Every pilot has better and broader experience with more, not less flight hour experience. This point does not negate the high quality training military pilots receive.

(14) Should graduates of 4-year colleges and universities with aviation-related majors and commercial pilot certificates with instrument ratings obtained from an affiliated part 141 pilot school be allowed to receive an ATP certificate with restricted privileges? Why or why not? If so, is the proposed 1,000 hours too high, too low, or adequate?

No. There is no substitute for flight hour experience. The baseline requirements of the ATP form the foundation for continued professional development and safe operations. Embedded in the ATP requirements is 1500 flight hours. Many different types of aircraft can be flown to accomplish the first 1500 flight hours and the various subpart requirements for the ATP. All are valuable because they provide flight hour experience. Reducing the 1500 hour requirement reduces the overall total experience necessary to serve as a First Officer. Every pilot has better and broader experience with more, not less flight hour experience. Reducing flight hour requirements out of deference to a 4-year degree and academic aviation training does not provide the necessary flight hour experience to exercise the ATP certificate privileges.

(15) Should military pilots and/or graduates of 4-year colleges and universities with aviation-related majors and commercial pilot certificates with instrument ratings obtained from an affiliated part 141 school be allowed to receive an ATP certificate
without restrictions with fewer than 1,500 hours? Why or why not? If so, how many hours would be appropriate?

No. There is no substitute for experience. The baseline requirements of the ATP form the foundation for continued professional development and safe operations. Embedded in the ATP requirements is 1500 flight hours. Many different types of aircraft can be flown to accomplish the first 1500 flight hours and the various subpart requirements for the ATP. All are valuable because they provide flight hour experience. Reducing the 1500 hour requirement reduces the overall total experience necessary to serve as a First Officer. Every pilot has better and broader experience with more, not less flight hour experience.

(16) Should a pilot who obtains a degree with an aviation-related major from a 4-year college or university and a commercial pilot certificate with instrument rating from a part 141 pilot school not affiliated with the college or university be eligible for a restricted privileges ATP certificate? Why or why not? If so, how many hours should they be required to have? And, should there be a time limit between the baccalaureate training and the flight training if they were not done concurrently?

No. There is no substitute for experience. The baseline requirements of the ATP form the foundation for continued professional development and safe operations. Embedded in the ATP requirements is 1500 flight hours. Many different types of aircraft can be flown to accomplish the first 1500 flight hours and the various subpart requirements for the ATP. All are valuable because they provide flight hour experience. Reducing the 1500 hour requirement reduces the overall total experience necessary to serve as a First Officer. Every pilot has better and broader experience with more, not less flight hour experience.

(17) Should the FAA consider an alternative licensing structure for pilots who desire only to fly for a part 121 air carrier (e.g., multicrew pilot license)? Why or why not?

No. The current ATP standard has served our system well for a very long time. It provides the basis for experience and professional development. Requiring a different licensing requirement with lower flight hour and/or experience requirements does nothing to provide a better safety environment. The “fork in the road” should occur when the airman attains the ATP certificate.

(18) If the FAA were to adopt a licensing structure for a multicrew pilot license, what would be the appropriate amount and type of ground and flight training?

CAPA does not support the concept of a multi-crew pilot license (MPL) as all flight crewmembers must be competent to assume any flight crewmember role in the event of pilot incapacitation. The replacement of a fully qualified and type rated pilot with one that has limited knowledge and experience represents a reduction in safety from the current rule.

F. Minimum of 1,000 hours in Air Carrier Operations to Serve as PIC in Part 121 Operations.

(19) If all pilots in part 121 air carrier operations are required to hold an ATP certificate, should there be additional requirements prior to operating as a PIC in part 121 air carrier operations? If so, what should those requirements be?

CAPA supports the proposed rule requiring 1000 hours of air carrier experience prior to operating as PIC in air carrier operations. We believe that there is tremendous value in honing ones skills under mentored supervision in real world flight situations and weather environments.

(20) Is the proposed flight hour requirement for serving as SIC before moving to PIC too long, too short, or adequate?

CAPA believes this requirement to be reasonable and adequate for safe operation.

(21) Should the proposed PIC time in part 91 subpart K or part 135 operations count towards the part 121 PIC requirement? Why or why not?

No. Part 121 flying is different with additionally duties and responsibilities.

(22) Should SIC time outside of part 121 operations count towards the proposed requirement? Why or why not?

Yes. Serving in a SIC capacity within the limits allowed under the current ATP certificate standards provides necessary experience to meet the ATP certification requirements.

G. Miscellaneous Amendments

The FAA has proposed several miscellaneous amendments to parts 61 and 142. These amendments are non-substantive technical amendments, mostly to defined terms, remove obsolete provisions, and make minor conforming changes to existing regulations. One proposal would remove several references to SFAR No. 58 because that provision already was removed from chapter 14 of the Code of Federal Regulations. The FAA is also proposing to amend the definitions of 61.1. The definitions of "flight training device" and "flight simulator" would be removed because those terms are defined in parts 1 and 60. New definitions of "accredited" and "nationally recognized accrediting agency" would be added in order to clarify which institutions' graduates would qualify for an ATP certificate with restricted privileges. Additionally, the FAA is proposing several minor conforming amendments to update cross-references in various sections of the regulations and to make other editorial corrections.

CAPA believes these are reasonable and prudent changes in light of expected changes to come.

CAPA offers assistance with expert panels and/or working groups and can provide experts to assist with your efforts. Thank you again, for allowing CAPA to comment on this important rulemaking issue.

WASHINGTON, April 25, 2012 – The Independent Pilots Association (UPS
pilots) last night filed its petitioner’s brief with the U.S. Court of
Appeals for the D.C. Circuit challenging the FAA’s exclusion of cargo
operations from new rules governing pilot duty and rest requirements.

The following statement is from the IPA’s General Counsel William Trent:

“The FAA acted contrary to Congress’ mandate when the Agency published
new pilot duty and rest rules in December excluding a vast and growing
segment of U.S. commercial aviation –cargo. Congress specifically
directed the FAA to address the problem of pilot fatigue by issuing
new rules based on the best available science.

The FAA initially agreed stating that the old rules ‘are inadequate to
guard against fatigue and present an unacceptable risk to the public.’
Yet the same Agency, under intense cargo industry pressure, abruptly
made a 180 degree turn and left cargo pilots under the same set of
flawed rules that the FAA and Congress found lacking.

The UPS pilots challenge the FAA’s decision to exclude cargo
operations from the new safety rules for three primary reasons.
First, the FAA’s exclusion of cargo was based solely on a
‘cost-benefit’ analysis Congress never authorized the FAA to employ.

Next, the FAA exceeded its authority by relying on a sketchy,
imprecise ‘cost-benefit’ formula that failed to account for benefits
even the FAA acknowledged would accrue by applying the new rules to
all cargo operations and in failing to consider other obvious
benefits.

Finally, the FAA failed to provide the public with legally required
notice and opportunity to comment both with respect to its intent to
treat cargo differently than passenger operations, and with respect to
its reliance on a flawed cost-benefit formula that was made public,
for the first time, only after announcing the new rule excluding
cargo.

Importantly, however, the IPA does not seek to overturn the new rules
as they relate to passenger operations, but only to have the Court
order the FAA to reconsider the inclusion of cargo operations
consistent with its mandate from Congress and laws requiring adequate
notice and opportunity for public comment.”

The Court has order that the FAA file its respondent’s brief by May 24, 2012.

A pdf of the IPA petitioner’s brief is attached. To view the addendum
to the brief and other materials related to IPA v. FAA, Cargo Airlines
Association, go to: ipapilot.org/ipavfaa.asp

Washington, DC – The Subcommittee on Aviation, chaired by U.S. Rep. Tom Petri (R-WI), held a hearing this morning to review the Federal Aviation Administration’s (FAA) safety oversight of the United States’ aviation system.

Although the U.S. aviation system is the safest in the world, the Committee continues its strong oversight of safety in order to help ensure continued improvement. This morning’s hearing focused on reviews by the Department of Transportation Inspector General (DOT IG) and the Government Accountability Office (GAO) on operational errors, pilot fatigue and pilot training requirements, safety management systems, oversight of repair stations, and terminal area safety.

“As we have noted many times in the past, the United States aviation system is the safest in the world,” said Chairman Petri. “On any given day the FAA’s air traffic controllers will handle over 28,500 commercial flights. In 2011, there were no commercial passenger airline fatalities. Over the past five years, roughly 52 million passenger flights were operated safely. This high level of safety is the result of collaborative efforts by the FAA, Congress, industry and other stakeholders. But we must not forget the one tragic fatal commercial accident during those five years, and we have taken steps with the passage of the Airline Safety and Federal Aviation Administration Extension Act of 2010 to address the identified weaknesses that contributed to that tragedy.

“While the U.S. aviation system enjoys a high level of safety, there are areas in which safety can be improved,” continued Chairman Petri. “The Government Accountability Office and the Inspector General of the Department of Transportation have conducted audits and studies to assess the FAA’s safety oversight role in a variety of areas.

“It is our responsibility, regardless of how safe the system is, to conduct oversight to address any possible safety issues that may be present or arise in the future,” Petri concluded.

Full Committee Chairman John Mica (R-FL) added, “Fortunately, large commercial airlines have had an incredible safety record in recent years. However, we can never assume this record will continue. Congress finally passed an FAA bill after five years of delay. While Congress did act during that time to also improve commuter airline safety, passing this new long-term safety law was critical for this agency, which was in turmoil and had no guiding policy blueprint during those years of short term extensions.”

Gerald Dillingham, Director of Physical Infrastructure Issues, GAO, testified: “The last fatal commercial aviation accident occurred in Buffalo, New York, on February 12, 2009, when 50 people perished in a Colgan Air crash. In response to this accident, and National Transportation Safety Board (NTSB) findings that pilot training and lack of qualifications were potentially contributing factors, the Federal Aviation Administration (FAA) began a Call to Action Plan in June 2009 to, among other things, increase air carrier participation in voluntary safety programs. In 2010, Congress passed the Airline Safety and Federal Aviation Administration Extension Act (Airline Safety Act), which, in part, called for FAA to better manage safety risks. As a result, FAA developed a concerted strategy to implement new safety programs required by the Airline Safety Act, including establishing better processes for managing safety risks and advancing Safety Management Systems (SMS).

“While FAA is diligently working to improve its [safety] data in some instances, more work remains to address limitations and to collect additional data where necessary,” Dillingham continued.

Jeffrey Guzzetti, Assistant Inspector General for Aviation and Special Programs, U.S. DOT IG, added: “FAA is taking important steps to improve safety, such as implementing voluntary safety reporting for controllers, but the agency has not yet realized the full benefit of these efforts. While enhanced reporting has yielded important data on safety issues like operational errors and runway incursions, FAA will need to ensure that the data are accurate, comprehensive, and effectively analyzed to better identify baselines and safety trends.

“FAA officials assert that the increase [of operational errors] is likely due to improved reporting practices,” Guzzetti continued. “Specifically FAA believes that the introduction of voluntary, non-punitive safety reporting programs- such as the Air Traffic Safety Action Program (ATSAP)- has encouraged controllers to voluntarily report operational errors. However, our ongoing work has found no evidence to Support FAA’s assertion that ATSAP is the primary contributor to the rise in operational errors.”

More information on today’s hearing, including witness testimony and video, can be found here.

Washington, DC – The Subcommittee on Aviation, chaired by U.S. Rep. Tom Petri (R-WI), held a hearing this morning to review the Federal Aviation Administration’s (FAA) safety oversight of the United States’ aviation system.

Although the U.S. aviation system is the safest in the world, the Committee continues its strong oversight of safety in order to help ensure continued improvement. This morning’s hearing focused on reviews by the Department of Transportation Inspector General (DOT IG) and the Government Accountability Office (GAO) on operational errors, pilot fatigue and pilot training requirements, safety management systems, oversight of repair stations, and terminal area safety.

“As we have noted many times in the past, the United States aviation system is the safest in the world,” said Chairman Petri. “On any given day the FAA’s air traffic controllers will handle over 28,500 commercial flights. In 2011, there were no commercial passenger airline fatalities. Over the past five years, roughly 52 million passenger flights were operated safely. This high level of safety is the result of collaborative efforts by the FAA, Congress, industry and other stakeholders. But we must not forget the one tragic fatal commercial accident during those five years, and we have taken steps with the passage of the Airline Safety and Federal Aviation Administration Extension Act of 2010 to address the identified weaknesses that contributed to that tragedy.

“While the U.S. aviation system enjoys a high level of safety, there are areas in which safety can be improved,” continued Chairman Petri. “The Government Accountability Office and the Inspector General of the Department of Transportation have conducted audits and studies to assess the FAA’s safety oversight role in a variety of areas.

“It is our responsibility, regardless of how safe the system is, to conduct oversight to address any possible safety issues that may be present or arise in the future,” Petri concluded.

Full Committee Chairman John Mica (R-FL) added, “Fortunately, large commercial airlines have had an incredible safety record in recent years. However, we can never assume this record will continue. Congress finally passed an FAA bill after five years of delay. While Congress did act during that time to also improve commuter airline safety, passing this new long-term safety law was critical for this agency, which was in turmoil and had no guiding policy blueprint during those years of short term extensions.”

Gerald Dillingham, Director of Physical Infrastructure Issues, GAO, testified: “The last fatal commercial aviation accident occurred in Buffalo, New York, on February 12, 2009, when 50 people perished in a Colgan Air crash. In response to this accident, and National Transportation Safety Board (NTSB) findings that pilot training and lack of qualifications were potentially contributing factors, the Federal Aviation Administration (FAA) began a Call to Action Plan in June 2009 to, among other things, increase air carrier participation in voluntary safety programs. In 2010, Congress passed the Airline Safety and Federal Aviation Administration Extension Act (Airline Safety Act), which, in part, called for FAA to better manage safety risks. As a result, FAA developed a concerted strategy to implement new safety programs required by the Airline Safety Act, including establishing better processes for managing safety risks and advancing Safety Management Systems (SMS).

“While FAA is diligently working to improve its [safety] data in some instances, more work remains to address limitations and to collect additional data where necessary,” Dillingham continued.

Jeffrey Guzzetti, Assistant Inspector General for Aviation and Special Programs, U.S. DOT IG, added: “FAA is taking important steps to improve safety, such as implementing voluntary safety reporting for controllers, but the agency has not yet realized the full benefit of these efforts. While enhanced reporting has yielded important data on safety issues like operational errors and runway incursions, FAA will need to ensure that the data are accurate, comprehensive, and effectively analyzed to better identify baselines and safety trends.

“FAA officials assert that the increase [of operational errors] is likely due to improved reporting practices,” Guzzetti continued. “Specifically FAA believes that the introduction of voluntary, non-punitive safety reporting programs- such as the Air Traffic Safety Action Program (ATSAP)- has encouraged controllers to voluntarily report operational errors. However, our ongoing work has found no evidence to Support FAA’s assertion that ATSAP is the primary contributor to the rise in operational errors.”

More information on today’s hearing, including witness testimony and video, can be found here.

Washington, DC – The Subcommittee on Aviation, chaired by U.S. Rep. Tom Petri (R-WI), will hold a hearing on Wednesday to review the Federal Aviation Administration’s (FAA) safety oversight of the United States’ aviation system.

The United States’ aviation system is the safest in the world. There were zero commercial passenger fatalities in the U.S. in 2011 and in the past five years, there has only been one tragic and fatal commercial passenger airline accident. In terms of aviation safety, even one accident is one too many, but to provide some perspective, in that same five year time frame roughly 52 million flights were operated safely.

Although the U.S. aviation system is very safe, there is always room for improvement where safety is concerned. Wednesday’s hearing will focus on reviews by the Department of Transportation Inspector General (DOT IG) and the Government Accountability Office (GAO) on, among other things, operational errors, pilot fatigue and pilot training requirements, safety management systems, oversight of repair stations, and terminal area safety.

The hearing will also focus on explanations for the increase in operational errors and near misses and FAA actions in response to the Airline Safety and Federal Aviation Administration Extension Act of 2010.

More information on Wednesday’s hearing can be found here.

WHAT: Hearing of the Subcommittee on Aviation, U.S. Rep. Tom Petri (R-WI), Chairman: “A Review of Aviation Safety in the United States”

WHEN: 9:00 A.M., Wednesday, April 25, 2012

WHERE: 2167 Rayburn House Office Building, Washington, DC 20515
Live webcast will be available at http://transportation.house.gov/

" We are pleased and very supportive of this bill. We look forward to working with the two Congressmen for additional co-sponsors." ~ Captain Carl Kuwitzky, CAPA President.

Importantly, the bill would ensure that pilot rest requirements apply to all cargo air operations.

Following the Colgan Air Flight 3407 crash on February 12, 2009, the Federal Aviation Administration (FAA) developed a rule to address pilot fatigue for passenger flights using extensive scientific study, hearings, and industry feedback. The rule, which requires eight hours of rest between shifts, was finalized on Jan. 4, 2012. The rule is scheduled go into effect Jan. 14, 2014, but exempts cargo pilots.

“As a former cargo pilot, I understand the importance of a single standard of safety for pilots who share the same airspace and runways with passenger aircraft. I introduced the Safe Skies Act in order to apply the new, common sense standards for pilot rest to cargo pilots as well,” said Rep. Cravaack.

Specifically, the bill directs the Secretary of Transportation to apply the rule relating to flight crew member duty and rest requirements to all-cargo operations in the same manner as they apply to passenger operations.

“Congressman Cravaack has shown real leadership today by introducing legislation to ensure that the FAA’s recently enacted flight duty and rest requirements for passenger airlines equally apply to all-cargo carriers,” said Independent Pilots Association President, Captain Robert Travis. “The Cravaack-Bishop Safe Skies Act of 2012 will bring the FAA’s final rule back in line with Congress’s original intent, one level of safety for U.S. aviation.”

Rep. Cravaack serves on the Transportation and Infrastructure Committee – where he is vice chair of the Aviation Subcommittee – the Homeland Security Committee, and the Science, Space and Technology Committee. The 8th Congressional District covers 18 counties in Northeast Minnesota.

Importantly, the bill would ensure that pilot rest requirements apply to all cargo air operations.

Following the Colgan Air Flight 3407 crash on February 12, 2009, the Federal Aviation Administration (FAA) developed a rule to address pilot fatigue for passenger flights using extensive scientific study, hearings, and industry feedback. The rule, which requires eight hours of rest between shifts, was finalized on Jan. 4, 2012. The rule is scheduled go into effect Jan. 14, 2014, but exempts cargo pilots.

“As a former cargo pilot, I understand the importance of a single standard of safety for pilots who share the same airspace and runways with passenger aircraft. I introduced the Safe Skies Act in order to apply the new, common sense standards for pilot rest to cargo pilots as well,” said Rep. Cravaack.

Specifically, the bill directs the Secretary of Transportation to apply the rule relating to flight crew member duty and rest requirements to all-cargo operations in the same manner as they apply to passenger operations.

“Congressman Cravaack has shown real leadership today by introducing legislation to ensure that the FAA’s recently enacted flight duty and rest requirements for passenger airlines equally apply to all-cargo carriers,” said Independent Pilots Association President, Captain Robert Travis. “The Cravaack-Bishop Safe Skies Act of 2012 will bring the FAA’s final rule back in line with Congress’s original intent, one level of safety for U.S. aviation.”

Rep. Cravaack serves on the Transportation and Infrastructure Committee – where he is vice chair of the Aviation Subcommittee – the Homeland Security Committee, and the Science, Space and Technology Committee. The 8th Congressional District covers 18 counties in Northeast Minnesota.

" One consistent level of safety across the entire airline industry — from regional jets to large mainline carriers to air cargo operations — has not been achieved three years after the warning sign delivered when tired and poorly skilled pilots crashed their commuter plane in New York, experts told a U.S. Senate hearing Tuesday."

Excerpt:

Margaret Gilligan, FAA associate administrator for aviation safety, said at the hearing the agency believes that overall "we have struck the right balance within the rule."

But Carl Kuwitzky, a Southwest Airlines captain, disagreed.

"We do not have one level of safety. We have two — one for passenger pilots and one for cargo pilots," Kuwitzky, who is also president of the Coalition of Airlines Pilots Associations, told the subcommittee.

Experts: Airline safety standards still inconsistent

Chicago Tribune
Congress required the FAA to issue a final rule to increase airline pilot qualifications by August, but FAA officials say they cannot meet the mandate until August 2013. The new rule would require first officers, who are also called co-pilots, ...

Congress required the FAA to issue a final rule to increase airline pilot qualifications by August, but FAA officials say they cannot meet the mandate until August 2013. The new rule would require first officers, who are also called co-pilots, to hold an Airline Transport Pilot certificate, which requires 1,500 hours of pilot flight time. Somewhat lower requirements may be allowed for ex-military pilots and graduates of aviation degree programs, the FAA said.

Currently, airline captains must have the ATP certificate, but first officers only need a commercial pilot's license and as little as 250 hours to be hired by some commuter airlines.

Airlines have challenged the change, delaying the process, FAA officials said. The FAA estimated the airline transport certificate requirement will cost more than $87 million annually, with the brunt of the expense to be covered by regional airlines and other small carriers.

"These rulemaking activities are complex, and some have encountered significant air carrier opposition,'' Scovel said in reference to legislation that Congress passed in 2010 following the crash of a Colgan Air commuter jet near Buffalo, N.Y., in February 2009. Fifty people were killed in the crash, which the accident investigation attributed to pilot error by the captain and his overall weaknesses in basic flight control.

While the nation's biggest airlines are running at an unprecedented level of safety, the fatal accidents in recent years have involved regional airlines, Gerald Dillingham, an aviation expert at the Government Accountability Office, said in written testimony submitted to the Senate subcommittee.

"The last six fatal commercial airline accidents involved regional airlines, which account for about 53 percent of the nation's commercial flights,'' Dillingham said. "As a result, Congress, the media and the flying public have raised concerns about the extent that there is 'one level of safety' across the entire airline industry.''

Poor pilot performance was cited as a potential contributing factor in four of the six accidents, including the Colgan Air crash, by the National Transportation Safety Board.

The FAA did meet requirements under the new law to address pilot-fatigue problems. Pilots will be required to state before each flight whether they are fit to fly and, if not, airlines are required to assign substitute pilots without taking punitive action against the tired pilot. Other changes include a 10-hour minimum rest period before reporting to duty, a two-hour increase over the previous rule.

But the fatigue rules will be phased in slowly over the next two years, and cargo flights are exempted. That exemption has led to criticism that cargo operations are being held to a lower safety standard because no passengers are on board the flights.

Margaret Gilligan, FAA associate administrator for aviation safety, said at the hearing that the agency believes that, overall, "we have struck the right balance within the rule.''

But Carl Kuwitzky, a Southwest Airlines captain, disagreed.

"We do not have one level of safety. We have two — one for passenger pilots and one for cargo pilots,'' Kuwitzky, who is also president of the Coalition of Airlines Pilots Associations, told the subcommittee.

" One consistent level of safety across the entire airline industry — from regional jets to large mainline carriers to air cargo operations — has not been achieved three years after the warning sign delivered when tired and poorly skilled pilots crashed their commuter plane in New York, experts told a U.S. Senate hearing Tuesday."

Excerpt:

Margaret Gilligan, FAA associate administrator for aviation safety, said at the hearing the agency believes that overall "we have struck the right balance within the rule."

But Carl Kuwitzky, a Southwest Airlines captain, disagreed.

"We do not have one level of safety. We have two — one for passenger pilots and one for cargo pilots," Kuwitzky, who is also president of the Coalition of Airlines Pilots Associations, told the subcommittee.

Experts: Airline safety standards still inconsistent

Chicago Tribune
Congress required the FAA to issue a final rule to increase airline pilot qualifications by August, but FAA officials say they cannot meet the mandate until August 2013. The new rule would require first officers, who are also called co-pilots, ...

Congress required the FAA to issue a final rule to increase airline pilot qualifications by August, but FAA officials say they cannot meet the mandate until August 2013. The new rule would require first officers, who are also called co-pilots, to hold an Airline Transport Pilot certificate, which requires 1,500 hours of pilot flight time. Somewhat lower requirements may be allowed for ex-military pilots and graduates of aviation degree programs, the FAA said.

Currently, airline captains must have the ATP certificate, but first officers only need a commercial pilot's license and as little as 250 hours to be hired by some commuter airlines.

Airlines have challenged the change, delaying the process, FAA officials said. The FAA estimated the airline transport certificate requirement will cost more than $87 million annually, with the brunt of the expense to be covered by regional airlines and other small carriers.

"These rulemaking activities are complex, and some have encountered significant air carrier opposition,'' Scovel said in reference to legislation that Congress passed in 2010 following the crash of a Colgan Air commuter jet near Buffalo, N.Y., in February 2009. Fifty people were killed in the crash, which the accident investigation attributed to pilot error by the captain and his overall weaknesses in basic flight control.

While the nation's biggest airlines are running at an unprecedented level of safety, the fatal accidents in recent years have involved regional airlines, Gerald Dillingham, an aviation expert at the Government Accountability Office, said in written testimony submitted to the Senate subcommittee.

"The last six fatal commercial airline accidents involved regional airlines, which account for about 53 percent of the nation's commercial flights,'' Dillingham said. "As a result, Congress, the media and the flying public have raised concerns about the extent that there is 'one level of safety' across the entire airline industry.''

Poor pilot performance was cited as a potential contributing factor in four of the six accidents, including the Colgan Air crash, by the National Transportation Safety Board.

The FAA did meet requirements under the new law to address pilot-fatigue problems. Pilots will be required to state before each flight whether they are fit to fly and, if not, airlines are required to assign substitute pilots without taking punitive action against the tired pilot. Other changes include a 10-hour minimum rest period before reporting to duty, a two-hour increase over the previous rule.

But the fatigue rules will be phased in slowly over the next two years, and cargo flights are exempted. That exemption has led to criticism that cargo operations are being held to a lower safety standard because no passengers are on board the flights.

Margaret Gilligan, FAA associate administrator for aviation safety, said at the hearing that the agency believes that, overall, "we have struck the right balance within the rule.''

But Carl Kuwitzky, a Southwest Airlines captain, disagreed.

"We do not have one level of safety. We have two — one for passenger pilots and one for cargo pilots,'' Kuwitzky, who is also president of the Coalition of Airlines Pilots Associations, told the subcommittee.

Good afternoon, Madame Chairperson Cantwell, Senator Thune and the distinguished Members of the Subcommittee on Aviation Operations, Safety and Security as well as Commerce Committee Chairman Rockefeller. My name is Captain Carl Kuwitzky. I am a line pilot currently flying for Southwest Airlines for 29 years. I am honored and grateful for your invitation to appear before you today in my capacity as President of the Coalition of Airline Pilots Associations (CAPA).

CAPA is a trade association focused exclusively on the safety of the flying public and the enhancement of the piloting profession. We represent over 31,000 commercial airline pilots of Southwest Airlines, American Airlines, US Airways, UPS, Southern Air, ABX Air, Atlas Air Cargo, Kalitta Air, Polar Air Cargo, Arrow Air, Horizon Air, Miami Air, USA 3000, Omni Air, and Gulfstream Air. CAPA was proudly in the forefront in the fight for the passage of the Airline Safety and Federal FAA Extension Act of 2010.

We congratulate this Subcommittee and all of the Senate and the House for enacting this important legislation vital to the safety of America' flying public and to maintaining and improving the high stands of our profession. Enactment of the Airline Safety Bill in 2010 was indeed a watershed moment for the commercial aviation industry. However, it was only the first step that needs to be taken for the safety of our flying public. The rigorous implementation of that bill by the Federal Aviation Administration is the next step that must be taken to ensure commercial aviation safety. As you know, the FAA recently released the new flight duty and rest regulations required by the Airline Safety and FAA Extension Act of 2010.

These long awaited regulations were on the National Transportation Safety Board's "Most Wanted" list and sought by professional commercial airline pilots for over twenty years. The FAA correctly used all available science, convened an Aviation Rulemaking Committee and considered thousands of public comments to determine specific rules governing flight time and duty time in our profession.

While CAPA applauds the promulgation of those rules, it is with regret that we must suggest that the critical standard of "One Level of Safety" for all commercial carriers was not met by the FAA. The regulations unfortunately have a critical flaw, that is, the exclusion of mandatory compliance by "all-cargo" operations. The safety of our nation's air space is only as strong as its weakest link, and that weak link is fatigue in primarily all-night cargo operators who were excluded from the rule.

Madame Chairperson, approximately 15% of all departures in the United States are all-cargo flights. These aircraft fly in the same airspace and routinely interact with passengers carriers throughout the aviation system. Cargo and passenger aircraft interact during numerous critical phases of flight which include Precision Radar Monitored (PRM) approaches and Land and Hold Short Operations (LASHO). During PRM approaches, aircraft fly with absolute minimum separation, relying on each other to fly precise approaches. During LASHO operations, aircraft are cleared to land and hold short of a crossing runway or taxiway where other aircraft are operating.

Madame Chairperson, an exemption similar to this cargo "carve-out" was attempted in the early 1990's when TCAS was mandated for passenger carriers while cargo carriers were exempt due to the alleged cost of the system. Following a fatal passenger/cargo midair accident in 1996, a near miss in 1997 between a UPS Boeing 747 and Air Force One, and two additional near misses in 1999, TCAS was finally mandated for all cargo aircraft. We feverently hope that the current cargo carve-out can be obviated by the FAA or by Congressional statute if necessary before there is a terrible episode of a fatal accident. It is CAPA's position that until the new flight and rest regulations are applied to passenger carriers, all-cargo carriers and supplemental carriers, our air space will not be governed under "One Level of Safety" and the American public will not be assured of their right to a maximum level of safety.

The Airline Safety and Federal FAA Extension Act of 2010 was also enacted to upgrade the minimum professional stands for First Officers piloting commercial aircraft. CAPA has always advocated the Airline Transport Pilot (ATP) License as the minimum standard for employment as a pilot with a Part 121 or Part 135 air carrier. The ATP provides the minimum requisite academic coursework, flight training and experience needed for the safe piloting of today's complex, high-speed aircraft through a congested, multifaceted air traffic control network in difficult weather and other situational environments. Mainline air carriers require the ATP for employment and once again, "One Level of Safety" dictates that all air carriers, regional or otherwise, should require the ATP as well. The 1500 flight hours that the ATP requires develops a mature, experienced and professional aviator who has the foundation to exercise prudent judgment while responsible for the safe transportation of scores of passengers.

We were gratified that the Airline Safety bill did suggest directionally that all commercial airline pilots have an ATP. We were concerned that the legislation did allow the FAA Administrator to make exemptions from this standard. We were further concerned that the FAA rules will, while upgrading the current minimum standard, not actually require all commercial aviation pilots to have an ATP. We will continue to press the FAA and the Congress to ultimately fix this deficiency in the standard required in our profession.

Madame Chairperson, on another issue not part of the Airline Safety Bill, I would like to raise the issue of the Federal Flight Deck Officer program. The FFDO program is a highly cost effective one designed to provide the last line of defense against possible terrorist activity aboard commercial aircraft. The pilot participants in this program bear significant costs out of their own pockets to train and take part in the program. Other programs such as that of the Federal Air Marshalls (FAMS) are hugely augmented, again in a highly cost effective manner, by the FFDO pilots. The Federal expenditures associated with the FFDO program are a tiny fraction of the cost of the FAM program. As you know, the FFDO budget has been stagnate for a number of years resulting in a significant backlog of pilots who have applied to participate in the program and are awaiting training due to the lack of federal funds. In addition, unfortunately the budget the President submitted recently to the Congress cuts very substantially the federal funds allocated to the FFDO program.

CAPA urges the Senate Commerce Committee and the Senate Appropriations committee to reject that cut in expenditure and indeed increase FFDO funding so new applicants can be trained for the program.

Finally, CAPA congratulates this Subcommittee, the full Commerce Committee and the entire Congress for finally enacting an FAA Reauthorization bill. This bill will help to propel NextGen forward and provide a sustainable, certain level of funding for the nation's air travel infrastructure. It is the first step the Congress has taken to the development of a national air transportation policy for the 21st century.

CAPA looks forward to working constructively with this Subcommittee on all of the matters I have raised in my testimony. I look forward to your questions and comments. Madame Chairperson, I would respectfully request that my longer statement be included in the record of this hearing.

WASHINGTON, D.C.—Safety has always been the principal goal of the aviation community, and my primary focus since I joined the Commerce Committee more than 20 years ago. Every member of the aviation community begins their workday focused first and foremost on safety. For commercial airline and federal employees—from the pilots, flight attendants and the air traffic controllers, to the mechanics and the technicians, safety is paramount throughout their daily work. And this emphasis has paid off—the last U.S. fatal passenger accident was February 12, 2009. The past few years have been the safest in the history of the U.S. aviation industry. The reason we have been successful is that we are constantly striving to make even the smallest safety improvements. It is a continual effort, and that is why we are here today.

Just over three years ago, the tragic accident of Colgan Flight 3407 occurred outside of Buffalo, New York. It took the lives of 50 people, and devastated the families and friends of the victims. The investigation of Flight 3407 revealed serious safety lapses in the national air transportation system. Some of these issues were all too clear in hindsight. Pilot flight and duty time regulations had not been updated in decades, despite previous efforts to address obvious weaknesses. Other issues have developed as a result of fundamental changes in technology. The development of training requirements years ago could not account for procedures to operate “stick pushers” because they did not exist—it is still a relatively new feature and only exists on a few types of aircraft.

Washington DC 14 March 2012 The Coalition of Airline Pilots Association’s (CAPA) President, Captain Carl Kuwitzky, has been asked to present aviation expert testimony to the Senate Committee on Commerce, Science and Transportation’s Aviation Subcommittee.
The “Commercial Airline Safety Oversight” hearing will examine the extent to which he Federal Aviation Administration (FAA) and the airline industry have been able to meet the requirements mandated by Airline Safety and Federal Aviation Administration Extension Act of 2010 and other associated aviation safety issues.
The hearing provides an opportunity for the Committee to receive an update on the FAA’s and the industry’s progress on achieving the safety mandates in the legislation and consider options to facilitate full implementation of the statute. CAPA represents its 5 member pilot associations: US Airways, UPS, Southwest, American Airlines and Teamsters 1224.
Captain Kuwitzky has over 30 years of professional flight time and has many years of airline industry governance experience. Speaking on behalf of CAPA’s 28,000 professional airline pilot members, Kuwitzky represents the cross section of both passenger and cargo carrying airlines.
Key issues expected to e addressed at the hearing will include: pilot training initiatives, commercial airline compliance with safety requirements, and the issuance of updated rules governing pilot rest time and duty limitations.
1. Pilot training initiatives
2. Commercial airline safety compliance
3. Issuance of updated rules governing pilot rest and duty time regulations

CAPA is a trade association comprised of over 28,000 professional pilots. CAPA's purpose is to address safety, security, legislative and regulatory issues affecting the professional flight deck crew member on matters of common interest to the individual member unions. The five members of CAPA are: Allied Pilots Association (American Airlines), Independent Pilots Association (UPS), Southwest Airlines Pilots Association (Southwest Airlines),Teamsters Local 1224, and
US Airline Pilots Association (US Airways).

The “Commercial Airline Safety Oversight” hearing will examine the extent to which he Federal Aviation Administration (FAA) and the airline industry have been able to meet the requirements mandated by Airline Safety and Federal Aviation Administration Extension Act of 2010 and other associated aviation safety issues.
The hearing provides an opportunity for the Committee to receive an update on the FAA’s and the industry’s progress on achieving the safety mandates in the legislation and consider options to facilitate full implementation of the statute.

CAPA represents its 5 member pilot associations: US Airways, UPS, Southwest, American Airlines and Teamsters 1224.

Captain Kuwitzky has over 30 years of professional flight time and has many years of airline industry governance experience. Speaking on behalf of CAPA’s 28,000 professional airline pilot members, Kuwitzky represents the cross section of both passenger and cargo carrying airlines.

CAPA is a trade association comprised of over 28,000 professional pilots. CAPA's purpose is to address safety, security, legislative and regulatory issues affecting the professional flight deck crew member on matters of common interest to the individual member unions. The five members of CAPA are: Allied Pilots Association (American Airlines), Independent Pilots Association (UPS), Southwest Airlines Pilots Association (Southwest Airlines),Teamsters Local 1224, and US Airline Pilots Association (US Airways).

CAPA APPLAUDS THE FAA NPRM ON THE FIRST OFFICER QUALIFICATION ARC AS A RESULT OF THE AIRLINE SAFETY ACT

Today the FAA issued the long awaited rule on the First Officer Qualification ARC convened nearly 2 years ago as a result of the Airline Safety Act of 2010 and in the wake of the Continental Express Flight 3407 tragedy in Buffalo NY just over three years ago.

CAPA is pleased that the FAA has issued now new, and stronger qualifications for individuals serving as First Officers in our nations Regional Airline Fleet. These new rules dramatically increase the minimum flight time and academic qualifications required to possess the new First Officer Airline Transport Rating for commercial airline pilots in America.

"CAPA was the first to champion these new stronger standards and is proud to have led the effort both in congress and in the regulatory process to make these much needed safety improvements to our profession and the nations airline system overall." states Captain Lee Collins, Executive Vice President, CAPA

CAPA is a trade association comprised of over 28,000 professional pilots. CAPA's purpose is to address safety, security, legislative and regulatory issues affecting the professional flight deck crew member on matters of common interest to the individual member unions.

]]>http://www.capapilots.org/capa-applauds-faa-final-rule-on-first-officer-qualification-arc1CAPA APPLAUDS THE FAA NPRM ON THE FIRST OFFICER QUALIFICATION ARC AS A RESULT OF THEhttp://www.capapilots.org/capa-applauds-the-faa-final-rule-on-the-first-officer-qualification-arc-as-a-result-of-theTue, 28 Feb 2012 06:00:00 GMTCAPApilotsCAPApilots

CAPA APPLAUDS THE FAA NPRM ON THE FIRST OFFICER QUALIFICATION ARC AS A RESULT OF THE AIRLINE SAFETY ACT

Today the FAA issued the long awaited final rule on the First Officer Qualification ARC convened nearly 2 years ago as a result of the Airline Safety Act of 2010 and in the wake of the Continental Express Flight 3407 tragedy in Buffalo NY just over three years ago.

CAPA is pleased that the FAA has issued now new, and stronger qualifications for individuals serving as First Officers in our nations Regional Airline Fleet. These new rules dramatically increase the minimum flight time and academic qualifications required to possess the new First Officer Airline Transport Rating for commercial airline pilots in America.

"CAPA was the first to champion these new stronger standards and is proud to have led the effort both in congress and in the regulatory process to make these much needed safety improvements to our profession and the nations airline system overall." states Captain Lee Collins, Executive Vice President, CAPA

CAPA is a trade association comprised of over 28,000 professional pilots. CAPA's purpose is to address safety, security, legislative and regulatory issues affecting the professional flight deck crew member on matters of common interest to the individual member unions.

To this day, when video plays of the hijacked passenger planes crashing into the World Trade Centers, there is a hush that comes over many, and a feeling of angst that takes our minds back to that September morning. We think of the bravery of Todd Beamer and those who fought alongside him in the Pennsylvania sky, and we remember watching the black smoke rising from the Pentagon on our televisions, while so many news anchors around the world were all alike trying to calculate just how many Americans might have died in the cowardly acts committed by cowardly men.

Quick question: How would this scenario have changed if the pilots of the four hijacked airplanes had been armed?

The short answer: There’s a good chance the World Trade Centers would still be standing and thousands of Americans who died that day would still be alive.

George W. Bush recognized this, and shortly after 9/11, an armed pilot program called the Federal Flight Deck Officer (FFDO) program was launched. Under this program, “eligible flight crewmembers are authorized by the Transportation Security Administration Office of Law Enforcement/Federal Air Marshal Service to use firearms to defend against an act of criminal violence or air piracy attempting to gain control of an aircraft.”

The good news: The program is operated in such a way that only a very small number of people know which planes are being piloted by an armed pilot at any given time. Thus, as concealed carry laws in our states put would-be robbers in the tough position of having to guess who is and isn’t armed before they attempt a robbery, so too the FFDO program forces the would-be terrorist to consider the fact that if he breaches the cockpit door he could be facing an H&K .40 cal on the other side.

As I said, that’s the good news. And here’s the bad news: The Obama administration wants to eliminate the program. And not only do they want to eliminate it, they have even made public when the cuts to the program are going to begin. This means would-be terrorists can mark their calendars, because Obama & Co. are telling the world when our pilots will be unarmed (and therefore defenseless).

On Friday I spoke with Congressman Chip Cravaack (R-MN) about the approaching end of the FFDO program, and he spelled out in no uncertain terms exactly what’s at stake here. (And as you read Congressman Cravaack’s comments, please keep in mind that he spent time in the FFDO program: so unlike so many in Washington, he knows that of which he speaks.)

Congressman Cravaack described pilots in the FFDO program as “the last line of defense,” and talked at length about how having such pilots in the sky keeps would-be terrorists trapped “in a guessing game.” Nevertheless, Homeland Defense Secretary Janet Napolitano wants to phase out the program beginning next year, based on her belief that there are more important “risk-based” airline security measures toward which federal money could be applied.

In other words, she’s framing her reasons for ending the program in such a way as to give the impression that the program is too costly. But Congressman Cravaack undercut that line of thinking completely when he pointed out that pilots involved in the FFDO program “actually pay more into the program than it costs.”

He said “the FFDOs take time off from their work to go for training at the Federal Law Enforcement Training Academy. And they train on a bi-yearly basis on their own.” In the end, because the pilots do so much on their own time, Congressman Cravaack said it only costs the federal government about $15 a flight to have an armed pilot aboard.

Think about that folks: For $15 we have a “last line of defense,” but Napolitano (and by extension, the Obama administration) wants to end it.

By the way, no matter what administration officials say about how this is an effort to save money or to spend it in better places, it’s actually just the natural outworking of their flawed ideology. Thus, whereas Congressman Cravaack is contending that the program needs to be saved because armed pilots are the “last line of defense,” Napolitano is on record saying that “armed cockpit doors” are the best last line of defense. (I can only assume that she is referencing the reinforced cockpit doors installed in airplanes after 9/11.)

However, what happens when someone figures out a way around (or through) those doors? (And you know that’s going to happen.) Or what will happen if someone succeeds in creating an in-flight, makeshift weapon that allows them to gain control of the passenger area of a plane?

]]>http://www.capapilots.org/congressman-chip-cravaack-what-if-our-pilots-had-been-armed-on-911Obama's 2013 budget looks to cut the Federal Flight Deck Officer (FFDO) from $25 millionhttp://www.capapilots.org/obamas-2013-budget-looks-to-cut-the-federal-flight-deck-officer-ffdo-from-25-millionTue, 28 Feb 2012 06:00:00 GMTCAPApilotsCAPApilotsThank to John R. Lott and his blog for the Intel on this FFDO issue.

Obama's 2013 budget looks to cut the Federal Flight Deck Officer (FFDO) from $25 million to $12 million. But has almost no cut in the Federal Air Marshal Service.

President Barack Obama's budget ax is falling hard on a program that allows pilots to carry handguns in the cockpit as a last line of defense against terrorists.

Obama's proposed 2013 budget cuts in half funds for the Federal Flight Deck Officer (FFDO) program. The current budget of $25 million a year -- which goes for such things as conducting background checks, training the pilots, and periodic gun proficiency tests and retraining, in addition to administrative costs -- would be cut to $12 million.

The thousands of armed pilots, who greatly outnumber the better-known federal air marshals, volunteer for the job, train at federal academies and are deputized to use their weapons in the cockpit. They call themselves the "single most cost-effective counter-terrorism measure" the government has taken.

The federal government spends about $15 a flight for FFDOs, as armed pilots are called, compared to $3,000 per flight for federal air marshals, said Mike Karn, vice president of the Federal Flight Deck Officers Association. Those numbers are based on costs of the respective programs divided by the number of flights covered by armed pilots and air marshals.

As recently as last March, Homeland Security Secretary Janet Napolitano voiced support for the program, agreeing with Rep. Chip Cravaack, R-Minnesota, a former airline pilot and FFDO, that it was a vital part of the country's layer defenses.

But in the budget documents released Monday, administration officials said security measures put in place since 2001, such as locked cockpit doors and 100% screening of airline passengers, "have greatly lowered the chances of unauthorized cockpit access."

The proposed budget also cuts Federal Air Marshal Service funds almost 4%, to $927 million. It is unclear whether that cut will result in fewer air marshals. The number of air marshals is classified. . . .

My understanding is that there are currently about 10,000 to 12,000 FFDOs out of about 60,000 commercial pilots flying large planes and 90,000 flying all size commercial passenger planes.

Rep. Cravaack: Is your intention that this program be phased out?
Homeland Security Secretary Janet Napolitano: I think that as the budget request shows it is our intention to reduce it, yes. But we have not predicted its demise.

“While still trying to understand how exempting the most fatigued pilot group –the all-cargo pilot- from the new Flight Duty and Rest Regulations enhances aviation safety, we are now faced with battery regulation that doesn’t adequately safeguard our cargo pilots, ” said Captain Carl Kuwitzky, president of CAPA.

The Bill prevents the FAA from mandating tighter controls on lithium batteries beyond International Civil Aviation Organization (ICAO) Technical Instructions unless U.S. or foreign air-accident investigators produce “a credible report” that lithium batteries “substantially contributed” to an aircraft fire. The Federal Aviation Administration (FAA) released a listing of 118 such incidents in May of 2011.

“The FAA’s own model predicts the loss of 4-5 cargo aircraft over the next ten years due to the bulk carriage of lithium batteries, and somehow that is acceptable’?

In September 2010 a UPS 747 was lost near Dubai, United Arab Emirates (UAE). The initial accident report from the UAE General Civil Aviation Investigation focused on lithium batteries and resulted in four safety recommendations; all of which dealt with the carriage of lithium batteries. The ICAO technical instructions would do nothing to help prevent that accident again. Primary, non-rechargeable lithium based batteries were banned from passenger aircraft by emergency order in 2004. The list goes on and on, yet Congress fails to step up and allow for regulation of this hazardous cargo.

CAPA has long supported “One Level of Safety,” a level which must include all-cargo carriers in the rules they fly under, and the cargo they carry.

“While still trying to understand how exempting the most fatigued pilot group –the all-cargo pilot- from the new Flight Duty and Rest Regulations enhances aviation safety, we are now faced with battery regulation that doesn’t adequately safeguard our cargo pilots, ” said Captain Carl Kuwitzky, president of CAPA.

The Bill prevents the FAA from mandating tighter controls on lithium batteries beyond International Civil Aviation Organization (ICAO) Technical Instructions unless U.S. or foreign air-accident investigators produce “a credible report” that lithium batteries “substantially contributed” to an aircraft fire. The Federal Aviation Administration (FAA) released a listing of 118 such incidents in May of 2011.

“The FAA’s own model predicts the loss of 4-5 cargo aircraft over the next ten years due to the bulk carriage of lithium batteries, and somehow that is acceptable’?

In September 2010 a UPS 747 was lost near Dubai, United Arab Emirates (UAE). The initial accident report from the UAE General Civil Aviation Investigation focused on lithium batteries and resulted in four safety recommendations; all of which dealt with the carriage of lithium batteries. The ICAO technical instructions would do nothing to help prevent that accident again. Primary, non-rechargeable lithium based batteries were banned from passenger aircraft by emergency order in 2004. The list goes on and on, yet Congress fails to step up and allow for regulation of this hazardous cargo.

CAPA has long supported “One Level of Safety,” a level which must include all-cargo carriers in the rules they fly under, and the cargo they carry.

]]>http://www.capapilots.org/capa-response-to-faa-reauthorization-bill1Critically Flawed FLIGHT DUTY AND REST REGULATIONShttp://www.capapilots.org/critically-flawed-flight-duty-and-rest-regulations1Tue, 24 Jan 2012 06:00:00 GMTCAPApilotsCAPApilotsIs it going to take a tragedy before we properly apply the new flight duty and rest rules?

The Federal Aviation Administration (FAA) recently released the new flight duty and rest regulations required by the Airline Safety and Federal FAA Extension Act of 2010. These long awaited regulations were on the National Transportation Safety Board’s most wanted list for over twenty years and sought by airline labor groups for nearly as long. The FAA used all available science, convened an Aviation Rulemaking Committee and considered thousands of public comments to come up with the rules. When releasing the regulations the FAA acknowledged the following:

Despite these acknowledgements, the regulations were released with a critical flaw: the exclusion of mandatory compliance by all-cargo operations. A safety system is only as strong as its weakest link and that link is fatigue in primarily all-night cargo operators that were excluded from the rule. Roughly 15% of all departures in the United States are all-cargo, and these aircraft interact with passenger carriers throughout our aviation system. Cargo and passenger Aircraft interact during numerous critical phases of flight to include Precision Radar Monitored (PRM) approaches and Land and Hold Short Operations (LASHO). During PRM approaches aircraft fly approaches with absolute minimum separation, relying on each other to fly precise approaches. During LASHO operations aircraft are cleared to land and hold short of a crossing runway or taxiway where other aircraft are operating.

An exemption similar to this was attempted in the early 90’s; TCAS was mandated for passenger carriers in 1992 while cargo carriers were exempt due to the cost of the system. Following fatal passenger/cargo midair in 1996, a near miss in 1997 (a UPS Boeing 747 and Air Force One) and two more near misses in 1999, TCAS was finally mandated for all cargo aircraft.

Until the new flight duty and rest regulations are applied to passenger carriers, all-cargo carriers and supplemental carriers we will never truly have one-level-of-safety, and we will never realize the true leap in safety these rules could provide.

Is it going to take a tragedy before we properly apply the new flight duty and rest rules?

The Federal Aviation Administration (FAA) recently released the new flight duty and rest regulations required by the Airline Safety and Federal FAA Extension Act of 2010. These long awaited regulations were on the National Transportation Safety Board’s most wanted list for over twenty years and sought by airline labor groups for nearly as long. The FAA used all available science, convened an Aviation Rulemaking Committee and considered thousands of public comments to come up with the rules. When releasing the regulations the FAA acknowledged the following:

Despite these acknowledgements, the regulations were released with a critical flaw: the exclusion of mandatory compliance by all-cargo operations. A safety system is only as strong as its weakest link and that link is fatigue in primarily all-night cargo operators that were excluded from the rule. Roughly 15% of all departures in the United States are all-cargo, and these aircraft interact with passenger carriers throughout our aviation system. Cargo and passenger Aircraft interact during numerous critical phases of flight to include Precision Radar Monitored (PRM) approaches and Land and Hold Short Operations (LASHO). During PRM approaches aircraft fly approaches with absolute minimum separation, relying on each other to fly precise approaches. During LASHO operations aircraft are cleared to land and hold short of a crossing runway or taxiway where other aircraft are operating.

An exemption similar to this was attempted in the early 90’s; TCAS was mandated for passenger carriers in 1992 while cargo carriers were exempt due to the cost of the system. Following fatal passenger/cargo midair in 1996, a near miss in 1997 (a UPS Boeing 747 and Air Force One) and two more near misses in 1999, TCAS was finally mandated for all cargo aircraft.

Until the new flight duty and rest regulations are applied to passenger carriers, all-cargo carriers and supplemental carriers we will never truly have one-level-of-safety, and we will never realize the true leap in safety these rules could provide.

]]>http://www.capapilots.org/critically-flawed-flight-duty-and-rest-regulationsCAPA refutes the new Flight/Duty Time regulationshttp://www.capapilots.org/capa-refutes-the-new-flightduty-time-regulations1Wed, 21 Dec 2011 06:00:00 GMTCAPACAPAWashington, D.C. (December 21, 2011) —The Coalition of Airline Pilots Associations (CAPA) representing over 28,000 commercial passenger and all-cargo pilots is highly concerned with the Flight and Duty Time final rules released earlier today. CAPA has long advocated for "One Level of Safety" and believes that the final rules create a second tier of safety that is unacceptable and runs counter to the Flight and Duty Time NPRM recommendation. Pilots are subject to the same biological principles regardless of the type of air carrier operations. The final rules would exempt non-scheduled carriers from adhering to the current flight and duty regulations and allow a different set of pilot duty and rest rules.

Captain Carl Kuwitzky, president of CAPA stated, "It is clear that the FAA has completely missed the mark on the Flight and Duty Time rules and the Charter dictated to them by Congress". He further added, "The idea that an "exemption" provides all-cargo carriers to "opt in or out" of this new rule fails to meet the mandate of "One Level of Safety". There must be industry standard rules that provide safe transportation services regardless of the cargo in the rear of the aircraft".
Pilot fatigue is an ever present threat to the safety of the travelling public and has been identified on the NTSB's "Most Wanted" list of regulatory changes for two decades.

CAPA supports industry standard rules for providing safe transportation services to the flying public and people around the world. “It is vitally important to the safety of our nation’s aviation transportation system that rules be implemented that provide for one level of safety", Captain Kuwitzky said, "the FAA has failed to meet their mandate."

]]>http://www.capapilots.org/capa-refutes-the-new-flightduty-time-regulations1CAPA Refutes the new Flight/Duty Time Regulationshttp://www.capapilots.org/capa-refutes-the-new-flightduty-time-regulationsWed, 21 Dec 2011 06:00:00 GMTCAPACAPACAPA REFUTES THE NEW
FLIGHT /DUTY TIME REGULATIONS

Washington, D.C. (December 21, 2011) —The Coalition of Airline Pilots Associations (CAPA) representing over 28,000 commercial passenger and all-cargo pilots is highly concerned with the Flight and Duty Time final rules released earlier today. CAPA has long advocated for "One Level of Safety" and believes that the final rules create a second tier of safety that is unacceptable and runs counter to the Flight and Duty Time NPRM recommendation. Pilots are subject to the same biological principles regardless of the type of air carrier operations. The final rules would exempt non-scheduled carriers from adhering to the current flight and duty regulations and allow a different set of pilot duty and rest rules.

Captain Carl Kuwitzky, president of CAPA stated, "It is clear that the FAA has completely missed the mark on the Flight and Duty Time rules and the Charter dictated to them by Congress". He further added, "The idea that an "exemption" provides all-cargo carriers to "opt in or out" of this new rule fails to meet the mandate of "One Level of Safety". There must be industry standard rules that provide safe transportation services regardless of the cargo in the rear of the aircraft".
Pilot fatigue is an ever present threat to the safety of the travelling public and has been identified on the NTSB's "Most Wanted" list of regulatory changes for two decades.

CAPA supports industry standard rules for providing safe transportation services to the flying public and people around the world. “It is vitally important to the safety of our nation’s aviation transportation system that rules be implemented that provide for one level of safety", Captain Kuwitzky said, "the FAA has failed to meet their mandate."

]]>http://www.capapilots.org/capa-refutes-the-new-flightduty-time-regulationsCAPA Calls for "One Level of Safety" and opposes any "Carve-Outs" for FT/DT Rulehttp://www.capapilots.org/capa-calls-for-one-level-of-safety-and-opposes-any-carve-outs-for-ftdt-ruleWed, 16 Nov 2011 06:00:00 GMTCAPACAPAWashington, DC--November 16, 2011. The Coalition of Airline Pilots Associations (CAPA) has been working towards new Flight and Duty Time rules as mandated in H.R. 5900 and has continually supported "One Level of Safety" for our nations' passenger, supplemental and cargo pilots. Recently, we asked for your help to request President Obama to release the long overdue rules being held up at his office.

Now, at the 11th hour, industry trade associations plus cargo and supplemental carriers are pulling out all of the stops to prevent any change to Flight/Duty Time rules for cargo and supplemental pilots.

This selfish action is not only contrary to "One Level of Safety", it is in direct opposition to the scientific data on record. Again, CAPA has long supported "One Level of Safety" for our entire nations' passenger, cargo and supplemental pilots. We have been extremely active on this issue over the last 24 months. These continued attempts by industry undermine the FAA's efforts to achieve "One Level of Safety" for all pilots. Creating separate rules and "special considerations" for cargo and supplemental operations cannot go unchallenged.

We have asked our membership to send a letter to the White House to oppose any "carve-outs" or "special considerations" in the new Flight Time/Duty Time Rules. Participation in the letter writing campaign is extremely important and time critical.

]]>http://www.capapilots.org/capa-calls-for-one-level-of-safety-and-opposes-any-carve-outs-for-ftdt-ruleCAPA Calls for "One Level of Safety" and opposes any "Carve-Outs" for FT/DT Rulehttp://www.capapilots.org/capa-calls-for-one-level-of-safety-and-opposes-any-carve-outs-for-ftdt-rulesWed, 16 Nov 2011 06:00:00 GMTCAPACAPA
Washington, DC -- November 16, 2011. The Coalition of Airline Pilots Associations (CAPA) has been working towards new Flight and Duty Time rules as mandated in H.R. 5900 and has continually supported "One Level of Safety" for our nations passenger, supplemental and cargo pilots. Recently we asked for your help to request President Obama to release the long overdue rules being held up at his office.

Now, at the 11th hour, industry trade associations plus cargo and supplemental carriers are pulling out all of the stops to prevent any change to Flight/Duty Time rules for cargo and supplemental pilots.

This selfish action is not only contrary to "One Level of Safety", it is in direct opposition to the scientific data on record. Again, CAPA has long supported "One Level of Safety" for our entire nations’ passenger, cargo and supplemental pilots. We have been extremely active on this issue over the last 24 months. These continued attempts by industry undermine the FAA's efforts to achieve "One Level of Safety" for all pilots. Creating separate rules and "special considerations" for cargo and supplemental operations cannot go unchallenged.

We have asked that our membership to send a letter to the White House to oppose any "carve-outs" or "special considerations" in the new Flight Time/Duty Time Rules. Participation in the letter writing campaign is extremely important and time critical. ]]>http://www.capapilots.org/capa-calls-for-one-level-of-safety-and-opposes-any-carve-outs-for-ftdt-rulesCAPA Supports Congressional Leaders' call for action on release of Pilot Fatigue ruleshttp://www.capapilots.org/capa-supports-congressional-leaders-call-for-action-on-release-of-pilot-fatigue-rulesThu, 06 Oct 2011 05:00:00 GMTCAPACAPAWashington, DC. October 6, 2011. Nearly 100 members of Congress have called for action on the White House for completion of the federal aviation rules that are over two months delayed. In August 2011, CAPA also called on the White House to release the new Flight and Duty Time Regulations for our nation’s pilots. These new rules are intended to address fatigue, which is a serious growing deficiency in our nation’s airline safety system and has been highlighted and targeted by the National Transportation Safety Board for over 20 years.

"CAPA has long advocated “One Level of Safety” for all commercial aviation where passenger, all-cargo and charter operations are regulated equally. It is vitally important to the safety of our nation’s aviation transportation system that these new rules be implemented without further delay," comments Capt. Carl Kuwitzky, President of CAPA.

On September 15, 2011, The Air Transport Association (ATA) stated that the proposed FAA Fatigue rules would cost the airlines an additional $2 billion a year and result in the loss of 27,000 airline jobs and as many as 400,000 industry related jobs.

This is clearly another example of the ATA’s “sky is falling” refrain. If the ATA’s claims were on point, would the nation’s airline pilots be supporting rule changes that would lead to significant loss of jobs and weaken our nation’s airlines? The answer is simple…No.

While we acknowledge that there are costs associated with the new proposed fatigue rules, the actual costs will be much more in line with the Federal Aviation Administration’s (FAA) estimates, not the inflated costs the industry is claiming. Additionally, management at our nation’s airlines should be able to minimize any impact with proper oversight, as they have in the past with other government required changes. Remember the ATA saying the sky was falling when Congress was proposing a Passenger Bill of Rights? The ATA’s predictions of disastrously higher costs didn’t result from that legislation either.

In fact, the voices in opposition to these new rules come from people who have never operated a flight under the archaic and inadequate rules that our nation’s pilots currently operate under every day. They have never been subject to the debilitating effect of fatigue on crew performance. They have never had to deal with struggling to stay awake in the cockpit at the end of a long day. Instead, they are merely industry lobbyists, delivering the industry’s “cry wolf” on this vital issue.

The industry panic button has shut down progress toward a safer industry before. In the mid 1990’s, industry stakeholders worked with the FAA on updating fatigue rules which had not been effectively modified in over 30 years. Real progress was being made until the industry threw out grossly exaggerated claims of increased costs, and threatened legal action if enacted. The effort subsequently died. During the intervening time the National Transportation Safety Board has cited fatigue in numerous accidents (including fatal accidents) as a result of inaction on this much needed safety improvement.

CAPA and its member associations support the FAA Administrator’s call for “One Level of Safety” for pilots of passenger, cargo and supplemental airlines. Additional efforts being made by the Cargo Airline Association (CAA) and The National Air Carriers Association (NACA) to further reduce safety levels by exempting Cargo and Charter Airlines from these proposed rules is wholly unacceptable, and should be ignored by the administration.

As a voice for pilots supporting their families and communities, CAPA very much wants the nation’s airlines to be successful and profitable as well as safe. Our passengers and crewmembers deserve nothing less than the very utmost in a safe and efficient modern airline system. We call for the immediate release of the FAA’s Flight and Duty Time regulations as proposed earlier this year by the FAA Administrator without further delay. The interference and delay tactics by opposing stakeholders must cease.

Further, we call for the Administration to disregard industry’s inaccurate statements, and enact the improved Flight and Duty Time rules to provide the “One Level of Safety” our nation deserves.

Congress, in H.R. 5900, called for new, scientifically-based limitations on the hours of flight and duty time for pilots in order to address fatigue. Furthermore, Congress mandated those rules be released no later than August 1, 2011. That deadline has passed while the rule is being analyzed at the Office of Management and Budget (OMB).

“The concern is that the scientifically based set of flight time/duty time regulations addressing pilot fatigue is now at the Office of Management and Budget (OMB) and faces a possible rewrite due to overstated airline management cost concerns and not scientific facts regarding human fatigue,” comments Captain Carl Kuwitzky, President of CAPA.

CAPA and the FAA each agree in providing comprehensive solutions to regulatory reforms, and have long advocated “One Level of Safety” for all commercial flight operations: both passenger and all-cargo. Tremendous steps forward were made in the proposed rules such as “One Level Safety” and strongly defined pilot rest requirements. For more than 25 years the National Transportation Safety Board has called for meaningful reform of these regulations to no avail, but now they are within reach.

It is vitally important to the safety of our nation’s aviation transportation system that these new rules be implemented without further delay.

]]>http://www.capapilots.org/capa-calls-for-release-of-new-flightduty-time-regulationsCAPA's Statement for the Hearing Record on ETS (European Union's Emissions Trading Scheme)http://www.capapilots.org/capas-statement-on-ets-european-unions-emissions-trading-schemeWed, 27 Jul 2011 05:00:00 GMTCAPACAPAWashington, DC - July 27, 2011. Today the House Aviation Subcommittee on Transportation & Infrastructure held a hearing on the "European Union's Emissions Trading Scheme: A Violation of International Law".

This hearing focused on the unilateral actions of the European Union (EU) in applying their Emissions Trading Scheme ("ETS") to all civil aviation operations; the EU's actions and international law; and the impact of the EU's ETS on U.S. operators, the competitiveness of the U.S. aviation industry, and U.S. aviation jobs.

On Friday, Rep. Shuster withdrew his amendment which sought to require the FAA to recognize that the United States’ aviation industry is composed of a variety of different segments with different operating characteristics and require the FAA to tailor the regulations to address the unique characteristics of each industry segment. He announced that he would withdraw the language to avoid further delay in conference negotiations and the legislation’s enactment.

CAPA prides itself on being a leader in aviation safety by providing comprehensive solutions to regulatory reforms, and has long advocated “One Level of Safety” for all commercial flight operations. CAPA does not support any form of “carve out” or “waiver” of fatigue regulations for certain types of operations.

“Congressman Shuster’s amendment could have stalled progress on significant aviation safety rules passed by Congress last summer,” said Captain Carl Kuwitzky, President of CAPA. He further added, “The amendment could have undermined the hard work of the 111th Congress with regard to HR 5900 and Airline Safety, and essentially “undo” the FAA’s long fought battle for “One Level of Safety.”

Science has proven that effects of fatigue on the human body are the same regardless of the type of operation. The crews hauling our troops and the cargo that keep this country running should be covered by the same rest rules as the crews that carry passengers on an everyday basis. There must be industry standard rules for providing safe transportation services to the flying public and critical air transport of military personnel.

“We are very pleased that Congressman Shuster withdrew his amendment,” said Captain Kuwitzky. He further added, “Congress should ensure that regulators put safety before the economic interests of the airline industry, and we look forward to working with the Rep. Shuster on comprehensive regulatory reforms in the future. We would also like to take this opportunity to thank all who have supported CAPA, and our 28,000 pilots, opposing this amendment”.

The proposed amendment by Congressman Bill Shuster would undermine the hard work of the 111th Congress with regard to HR 5900 and Airline Safety. In effect, this amendment would “undo” the FAA’s long fought battle for “One Level of Safety.”

Rep. Schuster’s amendment seeks to require the FAA to recognize that the United States’ aviation industry is composed of a variety of different segments with different operating characteristics and require the FAA to tailor regulations to address the unique characteristics of each industry segment.

Science has proven that effects of fatigue on the human body are the same regardless of the type of operation. The crews hauling our troops and the cargo that keep this country running should be covered by the same rest rules as the crews that carry passengers on an everyday basis.

CAPA has long advocated “One Level of Safety” for all commercial flight operations and does not support any form of “carve out” or “waiver” of fatigue regulations for certain types of operations. Logical regulatory reforms must take precedence with government regulators over the economic interests of the airline industry.

“There must be industry standard rules for providing safe transportation services to the flying public and critical air transport of military personnel,” Captain Kuwitzky said. He further added, “It is imperative to flight safety that Congressman Shuster’s amendment not be adopted.”

CAPA has long advocated for “One Level of Safety” among all types and levels of air carriers, which includes improved regulations to ensure the safe transportation of lithium-metal based batteries and cells aboard all-cargo airlines. The FAA and the NTSB both issued warnings on the flammability of bulk shipments of Lithium-metal based non-rechargeable batteries and cells on all-cargo aircraft after the recent UPS Flight #6 crash in Dubai.

Lithium battery technology has seen a technological breakthrough in the power and capacity of batteries.
Since the implementation of this technology, the power of those batteries has grown over 600%. Current science shows that a lithium-metal based battery fire will rapidly exceed the existing design specifications of every commercial aircraft. The amendment offered by Rep. Filner addresses the very small segment of non-rechargeable lithium-metal batteries and cells that pose the greatest risk aboard commercial aircraft. These batteries were banned from passenger aircraft by an emergency rule in 2004, why are they are still permitted carriage on all-cargo aircraft?

“The fundamental threat of the advancement of battery technology to aviation safety is that it has outpaced existing procedures and regulations”, said CAPA President Capt. Carl Kuwitzky. He further stated, “We risk another catastrophic event similar to the UPS Flight 6 in Dubai because there is no fire suppression system in existence that is capable of suppressing these types of fires.”

CAPA also supports better identification and tracking of Secondary lithium-battery cargo shipments to ensure careful handling of this type of cargo in all-cargo and passenger aircraft.

“We thank Rep. Filner for his efforts to enhance “One Level of Safety” by eliminating the transport of lithium-metal based batteries and cells aboard all-cargo aircraft”, said Captain Kuwitzky.

Washington, D.C. (February 3, 2011) —The Coalition of Airline Pilots Associations (CAPA) which represents over 28,000 commercial passenger and all-cargo pilots is concerned with the proposed amendment on pilot fatigue offered by Senator James Inhofe to the FAA Reauthorization Bill. The amendment would exempt non-scheduled carriers from adhering to the current flight and duty regulations and allow a different set of pilot duty and rest rules. CAPA has long advocated “One Level of Safety” for all commercial flight operations and does not support any form of “carve-out” or “waiver” of fatigue regulations for certain types of operations.

Captain Carl Kuwitzky, president of CAPA stated, “The proposed amendment by Senator Inhofe would create a second tier of flight and duty regulations which runs counter to the FAA’s NPRM and the Aviation Rulemaking Committee’s (ARC) recommendation that pilots are subject to the same biological principals regardless of the type of air carrier operations. Senator Inhofe’s proposed legislation would have a negative impact on aviation safety and we urge policymakers to oppose this amendment”.

Pilot fatigue is an ever present threat to the safety of traveling public and has been identified on the National Transportation Safety Board’s “Most Wanted” list of regulatory changes for two decades. The FAA was charged by Congress and the Administration to develop a set of comprehensive new rules utilizing the best available science, which would reduce the risks associated with fatigue, along with the hazards it presents to the safe conduct of commercial airline flight operations. CAPA applauds the FAA’s willingness to apply the same rules to all air passenger and cargo operators and it is imperative to resist efforts to carve out special rules based on business models rather than fatigue science.

“Logical regulatory reforms must take precedence with government regulators over the economic interests of the airline industry”, Captain Kuwitzky said. He further added, “There must be industry standard rules for providing safe transportation services to the flying public and critical air transport of military personnel.”

WASHINGTON, DC - November 19, 2010. Transportation Security Administration (TSA) Administrator John S. Pistole announced today that the agency is taking additional steps to streamline security screening for U.S. air carrier pilots. Pistole directed TSA to review existing protocols for pilots after he was appointed to lead the agency this summer.

“Establishing a secure system to positively identify and verify the employment status of uniformed pilots is a common sense, risk-based approach that allows TSA to dedicate more resources to unknown threats,” said Capt. Paul Onorato, President of the Coalition of Airline Pilots Associations (CAPA). “This is another example of pilots working with TSA to help ensure the safety and security of the traveling public.

Washington, D.C. (November 8th, 2010) — The Coalition of Airline Pilots Associations (CAPA) representing over 28,000 commercial passenger and cargo pilots is calling for improved screening of cargo carried aboard all-cargo commercial flights for the second time in 3 years. CAPA was influential in passing the cargo screening bill in 2007 after four years of working with Congressman Ed Markey of Massachusetts but all-cargo carriers were not included in that bill.

CAPA has always advocated for “one level of security” for all commercial flights and expressed concern that all-cargo aircraft could be targeted for terrorist attacks in the same manner as passenger aircraft. The explosives found aboard UPS aircraft recently prove CAPA’s concerns were justified and reinforce CAPA’s demand for the same level of cargo security for all commercial flights.

Captain Paul Onorato, President of CAPA said, “CAPA worked closely with Congressman Markey to get the cargo screening bill passed but unfortunately the Cargo Airline Association managed to get a carve-out for all-cargo operators and those operations were not included in the legislation that was passed into law. Cargo aircraft pilots are exposed to terrorist explosives and cargo aircraft can be a threat to personnel and materiel on the ground. There must be one level of security for all commercial flights.”

CAPA is calling for immediate random physical inspection, canine bomb-sniffing dogs or technology that can detect explosive material be used to ensure the security of cargo carried aboard all-cargo commercial flights in the same manner as is currently used for passenger flights. The use of known-shipper or freight assessment programs are inadequate and expose aircrew, aircraft and ground personnel to this latest terrorist threat. CAPA applauds Congressman Markey’s efforts to close this glaring loophole in aviation security and will work closely with Representative Markey to achieve that goal.

The Coalition of Airline Pilots Associations is a trade association which represents more than 28,000 professional pilots at carriers including American Airlines, Southwest Airlines, UPS, ABX Air, US Airways, Atlas Air Cargo, Cape Air, Gulfstream Air, Southern Air, Horizon Air, Kalitta Air, Miami Air, Polar Air Cargo and USA 3000.

]]>http://www.capapilots.org/capa-calls-for-improved-screening-of-cargo-aboard-all-cargo-flights-againFlight Time/Duty Time (FT/DT) CAPA Talking Pointshttp://www.capapilots.org/flight-timeduty-time-ftdt-capa-talking-pointsTue, 09 Nov 2010 17:23:58 GMTCAPACAPAThe Coalition of Airline Pilots Associations (CAPA), representing over 28,000 commercial airline pilots, would like to recommend a number of modifications to the current FAA “NPRM for Flight Time/Duty Time (FT/DT)” as currently proposed. The FAA has recently been charged by Congress and the Administration to develop a set of comprehensive new rules utilizing the best available science, which would reduce the risks associated with fatigue, along with the hazards it presents to the safe conduct of commercial airline flight operations.

These changes are long overdue and indeed several provisions within the current proposal actually run counter to intuition and common sense. In some cases and under certain conditions, the new regulations would actually increase the number of hours flown in a given period from current levels; others would reduce the quality and frequency of rest periods available to a working pilot.

The following represent CAPA’s suggestions to the areas where improvement or modifications be made to the NPRM:

1. One Level of Safety for all commercial flight operations. We applaud the FAA’s willingness to apply the same rules to all air passenger and cargo operators. CAPA is pleased to see that this NPRM recognizes that pilots are human beings and all are subject to the same biological principles and share the same airspace. It is imperative to resist efforts to carve out special rules based on business models rather than fatigue science.

CAPA does not support any form of “cut-out” or waiving of regulatory language for certain types of operations.

2. Block Hour limit: CAPA appreciates the recognition by the FAA that the current practice of utilizing a basic maximum daily limit of 8-hours at the flight controls is unrealistic. Because it only applies to the scheduled flight sequence, it frequently leads to flights actually exceeding the 8-hour limit and results in operations that can lead to fatigue. The proposed “hard” limit on the actual or planned flight is a great step forward.

However, under the current proposal:
a. The maximum allowable block hour limit is increased to 10 hours. This represents a 25% increase in flying over the current FAA maximums.

b. The weekly limit of “30 hours flying in 7 days” is eliminated. The weekly limit is now based on duty periods and could result in up to 50 flight hours per week.

c. There is no scientific data to support to show that increasing flight hours worked will reduce fatigue. Common sense would suggest these increases would only increase the risk of fatigue.

CAPA supports a “hard” limit of 8 hours of block time for a non-augmented crew.

3. Rest: The NPRM proposes 9 hours as the minimum break after a full day of flying for both domestic and international flying.

a. 9 hours - even at the rest facility - does not provide the opportunity for 8 hours of sleep; to say nothing of nutrition and exercise.

b. The NPRM would allow for a 44% reduction of rest for international long-haul flying; ignoring the fatigue affects of multiple time zone/longitudinal changes.

CAPA urges an absolute minimum rest period of 10 hours for domestic flying; and 14 hours for international flying.

4. Augmentation: This NPRM increases the amount of time that can be flown without a relief pilot or with a single relief pilot. The NPRM also allows for the degradation of the current crew rest seat/bunk requirements. This new change would increase fatigue on long-haul international flights.

CAPA strongly urges no change to the current crew augmentation schedule of “3 pilots over 8 hours”, and “4 pilots over 12 hours”; the FAA should at all times adhere to the NPRM outlined rest facilities.

5. Night Duties: Currently, there is no limit to the number of consecutive nights that can be flown (subject to weekly 24-hour rest). The NPRM would place a limit of “3 consecutive duty periods” during the Window of Circadian Low (WOCL). CAPA believes that this limit is overly restrictive and would have serious unintended consequences that could increase cumulative fatigue.

CAPA recommends that a 4th consecutive duty period be allowed, but only after a longer intervening rest period or in conjunction with night-time rest breaks.

6. FRMS: The Fatigue Risk Management System (FRMS) proposal is excessively vague in both content and implementation. Many parties have privately indicated that they feel the FRMS program will allow them to circumvent the new regulatory scheme.

CAPA strongly urges the FAA to develop specific rules and requirements that must be followed by all carriers under any adopted FRMS, and that acceptance by all stakeholders including pilots, should be mandated. The FRMS must be an additional layer of protection for both pilots and the flying public; not a mechanism that allows airline operators to work around important safety aspects of the new regulations.

Washington, D.C. (September 16th, 2010) — On September 15, 2010, the House Judiciary Subcommittee on Commercial and Administrative Law met to mark up and vote on HR 4677 a bill which will reform the bankruptcy process, including airline Chapter 11 filings. The Coalition of Airline Pilots Associations (CAPA) representing over 28,000 commercial passenger and cargo pilots enthusiastically supports HR 4677 the “Protecting Employees and Retirees in Business Bankruptcies Act of 2010” which now includes language of significant importance to all airline employees.

CAPA has been campaigning to have language included in HR 4677 which would require airline management and labor to return to the section 6 bargaining process during Chapter 11 filings in order to change the wages, work rules and pensions that were collectively agreed upon prior to the bankruptcy filing. This is the same process that happens during a railroad bankruptcy under the Railway Labor Act.

Captain Paul Onorato, president of CAPA says, “CAPA is pleased that Chairman Conyers, Chairman Cohen, and Representative Maffei voted to level the playing field for airline labor negotiations.” Congressman Maffei (D-NY) offered the CAPA/IBT language as an amendment arguing that the amendment more closely adheres to the Railway Labor Act as it was originally intended.

The House Judiciary Subcommittee on Commercial and Administrative Law held a hearing on this issue in December of 2009 where Captain Chesley Sullenberger testified about airline bankruptcy and the effects it has on the professional pilot. More than 170 airline bankruptcies have cost over 150,000 jobs and 180,000 pensions. Captain Sullenberger said at the hearing, “For professional pilots to have their retirement commitment broken – in large part because they do not have the same rights during a business bankruptcy as every other organized employee in the United States – is an injustice that needs to be rectified.” Today that injustice moved one step closer to rectification.

Washington, D.C. (September 16th, 2010)—The Coalition of Airline Pilots Associations (CAPA) which represents over 28,000 commercial passenger and cargo pilots is concerned that portions of the Noticed of Proposed Rulemaking (NPRM) on Flight and Duty Time published on September 14th, 2010 may have a negative impact on flight safety.

While CAPA applauds the Federal Aviation Administration (FAA) for looking at a broad range of causal factors with regard to fatigue mitigation, CAPA’s Safety professionals have exhaustively analyzed the NPRM and feel the solutions proposed by the FAA often address industry economic issues to the exclusion of safety concerns.

Although the proposal places limits on how long pilots can be on duty based on time of day, it falls short of the mark to protect pilots against fatigue in many areas.
1) The rule proposes a 25% increase in the amount of flying a pilot can be expected to accomplish in a day.
2) For augmented (3 person) crews there is no specified limit on hours flown in a duty day. Using only total duty as a limit, three pilots could fly as much as 15 hours, a 25% increase over today’s limit of 12 hours.
3) The rule calls for a 9 hour rest period which still does not allow enough rest time for a pilot to get 8 hours of sleep. This minimum rest would apply following extended international flights as well, a major reduction compared to today.
4) Even this 9 hour rest period can be shortened once a week to 8 hours, further inducing fatigue.

Pilot fatigue is an ever present threat to the safety of traveling public and has been identified on the National Transportation Safety Board’s “Most Wanted” list of regulatory changes for two decades. Logical regulatory reforms must take precedence with government regulators over the economic interests of the airline industry. Captain Paul Onorato, president of CAPA says, “You cannot make a pilot less fatigued by requiring them to fly more hours”.

The proposed rule has caught the attention of industry safety experts. In a recent letter to Administrator Babbitt, Captain Chesley “Sully” Sullenberger states, “The stated purpose of the rulemaking process was to enhance the safety of the traveling public by reducing pilot fatigue.This NPRM does neither”.

Washington, DC (August 2, 2010) ― The Coalition of Airline Pilots Associations (CAPA) representing over 28,000 professional airline pilots applauds the US House and Senate passage of the pilot safety bill which will greatly increase part 121 airline pilot qualifications and improve the safety of the travelling public. CAPA has long advocated that the current FAA Airline Transport Pilot license must be the minimum qualification for all part 121 pilots. After more than a year of efforts by CAPA’s Executive Officers and Government Affairs Committee personnel, Congress has passed a bill requiring the Airline Transport Pilot license for commercial pilots.

In June of 2009, the representatives of 90,000 professional airline pilots testified in Congress that all pilots flying ‘Airline Transport Aircraft’ should, at a minimum, posses an FAA ‘Airline Transport Pilot License’ (ATP). CAPA’s line flying pilot representatives canvassed Congress, meeting with the members and their staffs educating each on the value of a well trained crew, the recent erosion of new hire pilot qualifications, and the need for more experience in US commercial airline cockpits. The United States House of Representatives demonstrated their agreement with CAPA’s position by passing the bi-partisan Airline Safety and Pilot Training Improvement Act of 2009 with an overwhelming vote of 409-11 in August of 2009. This is a positive first step in securing the safety of the flying public.

This pilot safety bill is the latest version of the Airline Safety and Pilot Training Improvement Act and is a testament of dedication to the safety of the travelling public that Chairman Oberstar, Chairman Costello, Chairman Dorgan, Ranking Member Mica and Ranking Member Petri have demonstrated as leaders of Congressional Transportation committees. CAPA Vice-President and “Miracle on the Hudson” First Officer Jeff Skiles added, “As Professional Airline Pilots and experts in the field, we know that the requirement to possess an Airline Transport Pilot license is a definable common sense standard and a prerequisite experience requirement for all pilots who shoulder the responsibility of the travelling public in our air transportation system. The Congress and Senate have greatly improved the safety of the travelling public with the passage of this bill and CAPA applauds their efforts.”

The Coalition of Airline Pilots Associations is a trade association which represents over 28,000 professional pilots at carriers including American Airlines, Southwest Airlines, UPS Airlines, ABX Air, Atlas Air Cargo, Kalitta Air, Polar Air Cargo, Southern Air, Horizon Air, and US Airways.

Washington, DC (July 27, 2010) – Three transportation organizations announced today the creation of a large aviation labor alliance to combine and coordinate lobbying efforts on airline safety and security. The American Aviation Labor Alliance (AALA) is a formal partnership of the International Brotherhood of Teamsters (IBT), the Transport Workers Union (TWU) and the Coalition of Airline Pilots Association (CAPA), which represent more than 140,000 aviation workers.

“We are leading the fight that workers care about in the airline industry,” said Teamsters General President Jim Hoffa. “As the American Aviation Labor Alliance, we will speak on the most pressing aviation issues facing our membership and the public with one strong voice.”

“The airline industry is under intense financial and competitive pressure and as a result, we believe that security and safety standards are being weakened, said TWU President James C. Little. “Combining our lobbying efforts will allow us to push for legislation that will insure both diligence and vigilance.”

“The 28,000 pilots of CAPA want to work with all labor organizations to enhance safety and improve the working conditions of airline employees across our industry,” said CAPA President Paul Onorato. “CAPA wants to help provide a flight plan for a successful commercial aviation industry in this country.”

The first task for the AALA will be passage of the FAA Reauthorization bill that Congress is expected to finish during the current session. This comprehensive aviation bill deals with a range of issues related to the FAA, including security and safety requirements for overseas repair bases, and rules related to pilot training. In addition to the FAA Reauthorization Bill, bankruptcy reform will be a major focus.

The new alliance is significant because the unions are affiliated with different labor federations or are independent, and they are joining forces to influence labor issues that affect their members and the airline industry as a whole. The AALA will continue to build alliances with other labor organizations in the future.

The Coalition of Airline Pilots Association is a trade association representing over 28,000 professional pilots. CAPA's purpose is to address safety, security, legislative and regulatory issues affecting the professional flight deck crew member on matters of common interest to the individual member unions. CAPA-affiliated unions represent pilots at American Airlines, US Airways, Southwest Airlines UPS, ABX Air, Atlas Air, Polar Air Cargo, Kalitta Air, Southern Air, and Horizon Air. More information can be found at www.capapilots.org

The International Brotherhood of Teamsters represents more than 1.4 million hardworking men and women in the United States, Canada and Puerto Rico, including more than 64,000 workers in the airline industry, including Atlas Air pilots, Continental ramp workers, United Airlines mechanics, and more. The Teamsters Union is affiliated with the Change to Win coalition. Visit www.Teamster.org to learn more.

Transport Workers Union of America represents 200,000 workers and retirees, primarily in commercial aviation, public transportation and passenger railroads, including the majority of ground workers at American Airlines, American Eagle and Southwest Airlines and dispatchers at most major carriers. The union is an affiliate of the AFL-CIO. For more information, visit www.twu.org.

]]>http://www.capapilots.org/massive-mobilization-of-aviation-labor-organizations-announcedCAPA participates in the FAA's 2010 U.S./Europe International Aviation Safety Conferencehttp://www.capapilots.org/capa-participates-at-the-faas-2010-useurope-international-aviation-safety-conferenceThu, 05 Aug 2010 19:17:04 GMTCAPACAPANew Orleans, LA - June 8, 2010. The Coalition of Airline Pilots Associations (CAPA) representing over 28,000 pilots is participating in the FAA's 2010 U.S./Europe International Aviation Safety Conference in New Orleans June 8-10th. CAPA representative Tom Kubik will also be participating as a panel member on "Developing Air Carrier Flightcrew Members" on June 9, 2010 (8:30-10:00am)

Panel members and participants of the conference will discuss the current methods of training and certification, and are they adequate? They will explore flight crewmember qualifications and the role of academics in their training. In addition, the panel will also examine what types of flight experience is beneficial, including the pros and cons of increased minimum flight hour requirements.

Washington, DC – June 3, 2010. The Coalition of Airline Pilots Associations (CAPA) which represents over 28,000 pilots stated that the Transportation Security Administration (TSA) has mass deployed its behavior detection program called SPOT (screening of passengers by observation techniques), but once again has failed to equip the people who need it most. Airline Crewmembers, who are all too often the first responders to criminal activity in passenger and cargo aircraft, are not given this important training.

The Department of Homeland Security’s own GAO report issued recently questions the effectiveness of this $200 million dollar program. It is time that TSA recognizes that the real limitation of SPOT is that it is not in the hands of those who have the time and opportunity to effectively utilize the techniques.

It is reasonable to assume that someone intent on criminal activity onboard an aircraft will show recognizable signs of stress, hence the SPOT program. However, it is also reasonable to assume that these signs of stress will surely begin to increase the as the flight progresses closer and closer to the possible crime scene. This has been documented on several occasions, and is reinforced by the crewmembers who responded to Richard Reid, “the shoe bomber” and Umar Farouk, “the underwear bomber”.

TSA BDOs (behavior detection officers) only have about 30 seconds to make a behavior diagnosis of passengers during the screening process. If trained properly, Airline Crewmembers might have several hours to ascertain if a possible threat exists. In fact, some of the specific behavioral patterns to look for are most effective if given time to develop. With time and opportunity, if a threat is identified, crewmembers could consult with each other, utilize any law enforcements assets onboard (such as Federal Air Marshals or Federal Flight Deck Officers), as well as request aid from experts on the ground. The best situation would be to identify the possible threat individual on the ground and address the situation before the aircraft becomes airborne.

If Umar Farouk was identified by crewmembers early in the flight as a possible risk, there could have been a real and tangible counterterrorism effort to mitigate the threat. Because those crewmembers were not trained in behavior recognition, they could not recognize what we now know were possible “indicators” presented by the terrorist.

The model already exists for crewmembers to be trained in these techniques. Currently, the Crewmember Self-Defense Training Program (CMSDT) is available in several locations throughout the United States. TSA employs distance-based training and contract instructors to teach this one-day defensive tactics course. Similarly, TSA could stand up a Crewmember Behavior Detection Program utilizing the same scheduling, training, and administration functionality.

We concur with the DHS’ GAO report which questions the effectiveness of SPOT, however, if put into the right hands, SPOT could be real layer of security for the flying public when and where we need it the most.

-Paul Onorato
President

-Bill Cason
Director of Security

The Coalition of Airline Pilots Associations (CAPA)is a trade association which represents more than 28,000 professional pilots at carriers including American Airlines, Southwest Airlines, UPS, ABX Air, US Airways, Atlas Air Cargo, Kalitta Air, Polar Air Cargo, Southern Air, and NetJets.

Washington, D.C. (April 29, 2010)—The Coalition of Airline Pilots Associations (CAPA) which represents over 28,000 commercial passenger and cargo pilots is urging policymakers to not allow special interests to derail long-awaited reforms to regulations governing flight and duty time for commercial pilots.

“Current rules governing flight and duty time for professional pilots date back to the propeller age, well before the advent of high-speed, long-range jet travel across many time zones,” said CAPA President Captain Paul Onorato. “The National Transportation Safety Board has long cited the need to address pilot fatigue as one of its ‘most-wanted’ safety improvements.”

Recent news reports indicate that the Federal Aviation Administration (FAA) and the White House Office of Management and Budget (OMB) disagree on how to proceed with the longawaited regulatory reform. At issue is whether the projected cost of the changes being
contemplated is justified by the anticipated safety benefits. This disagreement between the two government agencies has delayed the release of new draft regulations.

The OMB projects that the FAA’s proposals could represent a significant additional expense for the industry during the next decade. However, the FAA is concerned that scaling back the reform proposal could undercut basic safety goals. The FAA is also reportedly concerned about losing the support of pilot unions that participated in the development of proposed new regulations.

CAPA member unions were among the participants.
“Lobbyists for large cargo carriers are opposing implementation of any rules that would affect these carriers’ ability to provide overnight service between certain markets,” Onorato said. “The carriers are apparently opposed to regulations that would result in any reduction in their ‘backside-of-the-clock’ operations.

“It’s time to put safety first and reduce pilot fatigue,” he said. “CAPA’s 28,000 pilots urge the FAA to proceed with releasing new draft regulations as a prelude to finalizing these important, long-awaited reforms.”

The Coalition of Airline Pilots Associations is a trade association which represents more than 28,000 professional pilots at carriers including American Airlines, Southwest Airlines, UPS, ABX Air, US Airways, Atlas Air Cargo, Kalitta Air, Polar Air Cargo, Southern Air and NetJets.

Washington, DC – March 8, 2010. The Coalition of Airline Pilots Associations (CAPA) which represents over 28,000 pilots, strongly opposes legislation introduced by Senator Jim DeMint (R-SC) to allow the use of Cockpit Voice Recorders (CVR’s) as a means of punishing airline pilots found to be violating sterile cockpit and other established procedures while flying. Sen. DeMints’ language would turn back the clock on every safety improvement the industry has attained in the last fifteen years of voluntary aviation safety programs. Neither the FAA nor NTSB supports the use of these devices as in-flight monitoring and disciplinary tools. The NTSB supports routine downloading of CVR data for use in voluntary safety reporting programs. Although, they specifically stated that for this information to be useful as a tool in mitigating aircraft incidents and accidents it should be de-identified to protect the confidentiality of the crewmembers and airlines involved.

Since its’ development as an accident investigation tool, CVR’s have always been a forensic method to determine causal matters related to aircraft accidents. Expanding their uses to include the “real time” monitoring and punishment of pilots is misguided, and to expect airline flight crews to work in such an environment as a means of enhancing aviation safety is wrong. Such a measure would actually harm flight safety by suppressing the necessary communications required to effectively manage the cockpit.

CAPA’s President, Captain Paul Onorato said, “this bill would destroy voluntary safety reporting programs such as Flight Operations Quality Assurance (FOQA) and the Aviation Safety Action Program (ASAP).” “It would also reduce safety in commercial airline operations by inhibiting the free flow of information required to evaluate and improve system performance; these programs in use by some airlines have led to the evolution of a mature and improved safety culture among the major US Airlines and must not be abandoned”, he added.

CAPA calls on all each member of the Senate to strongly oppose any measure by Sen. DeMint and others to effect this change and irreparably harm our aviation safety system in America.

The Coalition of Airline Pilots Associations is a trade association which represents over 28,000 professional pilots at carriers including American Airlines, Southwest Airlines, UPS, ABX Air, US Airways, Atlas Air Cargo, Kalitta Air, Polar Air Cargo, Southern Air, and NetJets.

Washington, DC – March 8, 2010. The Coalition of Airline Pilots Associations (CAPA) which represents over 28,000 pilots, strongly opposes legislation introduced by Senator Jim DeMint (R-SC) to allow the use of Cockpit Voice Recorders (CVR’s) as a means of punishing airline pilots found to be violating sterile cockpit and other established procedures while flying. Sen. DeMints’ language would turn back the clock on every safety improvement the industry has attained in the last fifteen years of voluntary aviation safety programs. Neither the FAA nor NTSB supports the use of these devices as in-flight monitoring and disciplinary tools. The NTSB supports routine downloading of CVR data for use in voluntary safety reporting programs. Although, they specifically stated that for this information to be useful as a tool in mitigating aircraft incidents and accidents it should be de-identified to protect the confidentiality of the crewmembers and airlines involved.

Since its’ development as an accident investigation tool, CVR’s have always been a forensic method to determine causal matters related to aircraft accidents. Expanding their uses to include the “real time” monitoring and punishment of pilots is misguided, and to expect airline flight crews to work in such an environment as a means of enhancing aviation safety is wrong. Such a measure would actually harm flight safety by suppressing the necessary communications required to effectively manage the cockpit.

CAPA’s President, Captain Paul Onorato said, “this bill would destroy voluntary safety reporting programs such as Flight Operations Quality Assurance (FOQA) and the Aviation Safety Action Program (ASAP).” “It would also reduce safety in commercial airline operations by inhibiting the free flow of information required to evaluate and improve system performance; these programs in use by some airlines have led to the evolution of a mature and improved safety culture among the major US Airlines and must not be abandoned”, he added.

CAPA calls on all each member of the Senate to strongly oppose any measure by Sen. DeMint and others to effect this change and irreparably harm our aviation safety system in America.

The Coalition of Airline Pilots Associations is a trade association which represents over 28,000 professional pilots at carriers including American Airlines, Southwest Airlines, UPS, ABX Air, US Airways, Atlas Air Cargo, Kalitta Air, Polar Air Cargo, Southern Air, and NetJets.